VA-Vol-24-No-12-Dec-1996

EDITORIAL STAFF Publisher

Tom Poberezny

December 1996

Vol. 24, No. 12

Editor-in-Chief

Jack Cox

Editor

Henry G, Frautschy

CONTENTS

Managing Editor

Golda Cox

2 AlC News/H.G. Frautschy

Art Director

Mike Drucks

3 Aeromail 4 Machesney Field/Harry Fenton

Computer Graphic Specialists

Olivia L. Phillip Jennifer Larsen

Mary Premeau

8 Wire Break!!l ohn Halterman

Associate Editor

Norm Petersen

9 Pass It To Buck! E.E. "Buck" Hi lbert

10 T hat Pesky ID Tag/H.G. Frautschy

Feature Writer

Dennis Parks

Page 4

12 W heelpant Mystery Solved!! Norm Petersen

Advertising/Editorial Assistant

Isabelle Wiske

13 The W right Staggerwing/ Norm Petersen

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS

17 More EAA Oshkosh ' 96/ H.G. Frautschy and Norm Petersen 2 1 Mystery Pla ne/H.G. Frautschy 22 W hat Our Members Are RestoringlNorm Petersen

Page 13

24 1997 Type C lub List

30 Welcome New Members/ Calendar 3 1 Vintage Trader/Membership Information

FRONT COVER ... We didn't plan it this way. but for the second year in a row we have a snow white Staggerwing Beech on the cover of the December Vintage Airplane. This D17 is the Antique Reserve Grand Champion of EAA OSHKOSH '96, owned and flown by Tho mas Wright, Russell, KY. EAA photo by Phil High, shot wi th a C anon EOS-l equipped wi th on 80-200mm lens. 1/250 sec @f ll on 100 ASA slide film. Piper Lance photo plane flown by Larry Steenstry.

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Vice· President George Daubner 2448 Lough Lone Hartford. WI 53027 414/673-5885 Treasurer Charles Harris 7215 East 46th St. Tulsa, OK 74145 918/622-8400

John Berendt 7645 Echo Point Rd, Connon Falls, MN 55OD9 flJ7/263-2414 Phil Coulson 28415 Springbrook Dr, Lawton, MI 49065 616/624-6490

Gene Morris 115C Steve Court, R,R. 2 Roanoke, TJ( 76262 817/491-9110 Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 312/779-2105

Joe Dickey

John S. Copeland 28-3 Williamsbur8 Ct. Shrewsbury, MA 1545

55 Oakey Av.

Page 17

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President Espie "Butch" Joyce P.O. Box 35584 Greensboro, NC 27425 910/393-0344 Secretary Steve Nesse 2009 Highland Ave. Albert Leo, MN 56007 flJ7 /373-167 4

DIRECTORS

28 Antiqu e/Classic Books

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Stoff Photographers Jim Koepnick LeeAnn Abrams Ken Lichtenburg

BACK COVER ... Taxiing out on the fresh snow at Munsil Williams' farm strip near Oshkosh, WI, are Mark Lokken (EAA 125896, AlC 20653) in the front sea t and Bobby Gallinger (EAA 118577) in the rear sea t o f the Piper J-3C-65 Cub, NC37925. SIN 6710, manufactured 4-2 1­ 41 , mounted on a set of Federal SC-l skis. Purchased new in 1941 by the legendary Steve Wittman for his WTS (Wartime Training Service) program at Oshkosh, the Cub was subsequently sold for S700 to Gordon Gallinger and Forest Fo rry o f Oshkosh in 1948. In 1956, the Cub was purc hased by Gordon's son, Bobby Gallinger, who has maintained the beautiful J-3 for the post forty years. The Federal SC·l skis were built in November o f 1943. Photo by Norm Petersen

Copyright © 1996 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3066, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at addttional mailing offices, The membership rate for EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903·3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertiSing, We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely wnh the contributor. No renumeration is made. Material should be sent to: Ednor, VINTAGE AIRPLANE, P,O, Box 3086, Oshkosh, WI 54903-3066. Phone 414/426·4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTtON, EAA ANTIQUE/CLASSIC DIVtSION, INTERNATIONAL AEROBATIC CLUB, WARBtRDS OF AMERtCA are ® registered trademarks. THE EAA SKY SHOPPE and klgos of the EAA AVtATtON FOUNDATtON and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

Lawrenceburg, IN 47025 812/537-9354 Dale A. Gustafson 7724 Shady Hill Dr, Indianapolis, IN 46278 317/293-4430 Robert Lickteig 1708 Boy Oaks Dr, Albert Leo, MN 56007 flJ7/373-2922 Dean Richardson 6701 Colony Dr, Madison, WI 53717 608/833-1291

508/B1,2-7867 Stan Gomoll 1042 90th Lane, NE Minneopolis, MN 55434 612/784-1172 Jeannie Hill

P.O. Box 328

Harvard, IL 60033

815/943-7205 Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005 414/782-2633

Geoff Robison S.H. 'Wes" Schmid 1521 E. MacGregor Dr. 2359 Lefeber Avenue New Hoven, IN 46774 Wauwatosa, WI 53213 219/493-4724 414/771-1545 George York

181 Sloboda Av.

Mansfield, OH 44906

419/529-4378

DIRECTOR EMERITUS E.E. "Buck" Hilbert P.O . Box 424 Union, IL 60180 815/923-4591

ADVISORS Steve Krog 930 Tara HL E Hartford, WI 53027 414/966-7627

Roger Gomoll 3238 Vicoria St . N St Paul. MN 55126 612/484-2303

EM STAFF

Paul poberezny

Tom poberezny

Jack Cox

Golda Cox

H.G. Frautschy

Mike Drucks

Mary prem eau

Jennifer Larsen

Olivia Phillips

Norm Petersen

Isabelle Wiske

Mary Jones

Jim Koepnick

Ken LicHtenburg

Lee Ann Abrams

Bonnie Bartel sue Lurvey

EM ANTIQUE / CLASSIC DNISION

S o often the days of the 1930' s are painted with a bleak brush, and one gets the impression that the days were filled with gloom and doom . That wasn't always the case, and in 1932, George Zenke of Wawatosa, WI spent his free time constructing this neat pedal-powered "airplane" for his children. Judging from the smiles on the faces, it was pretty bright and cheerful on the side­ walks of Wawatosa . Ray Zenke (the ham in front wearing shorts and san­ dals) recently sent us these shots. "We were the envy of the neigh­ borhood, and we also gave rides for free! " he wrote in his note to us. Along with Ray in the low wing shot is his neighborhood friend Helen Schreiber and his brother Roy, who's in the cockpit. During colder weather with the wing mounted on top (probably bet­ ter for clearing the hedges along the sidewalks!), Roy adds some oil for Ray and their sister Sue (in the aft cock­ pit), while their father George looks on. Its quite a piece of work, includ­ ing some expertly applied markings.

John Berendt Bob Brauer Gene Chase Jack Copeland Phil Couls on George Daubner Joe Dickey Stan Gomoll Roger Gomoll Dale Gustafs~n Charles Harns E.E. "Buck" H~lbert

Jeannie Hill

Espie "Butch" Joyce

Steve Kro~ Bob Lickteig Bob Lumley Art Morgru: Gene Morns Steve Nesse Dean Richardson Geoff Robison Jimmy Rolli~on Wes Schmid George York

VINTAGE AIRPLANE 1

A/C NEWS compiled by H.G. Frautschy

EAA ADULT AIR ACADEMY '97 SESSION ANNOUNCED Basic aircraft maintenance, building and restoration skills will be the subjects of the EAA Adult Air Academy scheduled for February 16-22, 1997. The experi­ enced staff of the EAA Air Academy will share their aviation knowledge and experi­ ence in many of the basic skills required to successfully restore, build and maintain aircraft. The $800 registration fee pro­ vides accommodations, meals, local trans­ portation, classroom supplies and neces­ sary materials. Further information and registration materials for these two sessions of the Academy are available from the Education Office of the EAA Aviation Foundation by calling 414/426-6815 or by writing to the office at P.O. Box 3086, Oshkosh , WI 54903-3065. Registration is limited, so please make your decision and register early to attend the EAAAdult Air Acad­ emy.

AIC HALL OF FAME Inductions into the EAA Antique/Clas­ sic Division' s Hall of Fame will take place in the Fall of 1998. Now is the time to submit your nominations for this presti­ gious award. If you wish to nominate a deserving individual to this select group, please communicate your recommenda­ tions with the candidate's credentials and background to Nominations Chairman Charlie Harris, 7215 East 46th St., Tulsa, OK 74145.

AVIATION CONFERENCE SCHEDULE The winter months are a time for evalu­ ating our flying, and to help us do that, many state aviation aeronautics offices hold aviation conferences. Here are three of them: Minnesota Sport Aviation Confer­ ence and Expo, hosted by the Minnesota Dept. of Transportation Office of Aero­ nautics. There will be many notable avia­ tion speakers, including Joe Kittenger, the only man who exceeded the speed of sound without an aircraft - it happened after he jumped (on purpose) from an extremely high altitude balloon at 104,000 ft. Joe was also the fust to cross the Atlantic solo in a balloon. No matter what your interest in aviation, whether you're into models or the full size article, you'll find information 2 DECEMBER 1996

This past fall we welcomed members from two EAA Chapters who were involved in the restoration of the EAA Aviation Foundation's Meyers OTW over the past two years. It was flown back to Oshkosh this past summer, and we invited the members to Pioneer Airport to thank them for their efforts. Cody Welch, who helped head up the restoration, piloted the OTW for several of the members who flew in the biplane as part of their thanks for a job well done. We'll have a complete story on the OTW's return to flight status in a later issue of Vintage Airplane. These two chap­ ters are among our most active, as evidenced by the other projects you see here ­ the "Homebuilders Welcome Wagon" and the Ford Fliwer replica are just a couple of the examples of the type of selfless work they perform. Our thanks to Colin Soucy, Cody Welch and the members of EAA Chapters 159 and 1093 for their restoration efforts!

on it at this event. Held February 8-9, 1997 at the Minneapolis Convention Cen­ ter. For info , call Wayne Petersen, 612/296-9853,612/297-5643 Fax. Illinois General Aviation Exhibit and Maintenance Seminar, hosted by the Illi­ nois Dept. of Transportation, Div. of Aero­ nautics. February 26-27. The 23rd edition of this event will be held on the campus of Lewis University in Romeoville, IL. It's open to all A&P and IA technicians, pilots and homebuilders at no charge. Over 50 exhibits are expected, and the event is sponsored by The IL DOT, FAA, Lewis University and PAMA. For more informa­ tion, contact Don Cramer, 217/785-5798, Phillip Balsamo, 815/ 838-0500 or Neil Pobanz, 309/246-3700. Montana Aviation Conference. Feb­ ruary 27 - March I. Held at the Missoula, MT Holiday Inn, there will be workshops, seminars, a trade show and nationally known speakers. For info, contact the Montana Aeronautics Div., Box 5178, He­

lena, MT 59604, phone 406/444-2506.

POBEREZNY - THE STORY BE­ GINS That's the title of a new book due to be released this coming February. Told in their own words by Paul and Audrey Poberezny to Bonnie Poberezny and Chuck Parnall, it's the story of their early life together and the remarkable begin­ nings of the EAA. The times and experi­ ences that shaped their lived and enabled them to "stick with it" when others said it wouldn't work have been with them throughout their lives, and they continue to be active to this day. Their story is illus­ trated in this 300 page book with many photographs, stories and anecdotes from those early years. Published by Red One Publishing, LLC, two editions will be available, including a special leather bound copy personally signed by Paul and Audrey Poberezny . For more information, contact Red One Publishing LLC, P.O. Box 303 1, Oshkosh, ... WI 54901-3031.

VINTAGE

AeroMail

Mercury Aerobat Replica Gentlemen, As a long time EAA member, I won­ der if you could give me some informa­ tion from your archives. I am building a replica of the 1940-41 Mercury BT-120 "Ae robat" biplane built in Menominee, MI during that time period. I have most of the drawings of the airplane and I find they used some materials that carried a company trade name of that era. I wonder of your archive files might be able to produce a brochure of specifi­ cation sheet of some sort that I could cross reference to todays materials? The first one is streamline tubing, used for the cabane and "N" struts at that time. The sections reference "Kawneer," which I believe to be the company, and sections # 1695 and # 171 O. I know noth­ ing of the company and assume that it long ago went out of business. The other is split tubing and channel cross section referencing # 1610 "Dahl" for the split tubing, and Dahlstrom #545 and #1356 for 5/8 by 5/8" mild steel channel and what I believe to be modem day Piper channel of3/8 by 3/8". I would appreciate any information you might be able to give me on these companies, but I really would like to get a cross reference for todays materials to put in my replica. Any help that you might be able to give me would be appreciated. Thank you, Eugene Horsman 210 Lookout View Ct. Golden, CO 80401 -2518

Dear Eugene, Thank you very much for the letter. It is good to hear about your Mercury "Aerobat. " The company listed as "Kawneer, " "Dahlstrom, " or "Dahl " are not listed in our current or archived references for suppliers. I would imagine th e only thing to do would be to use 4130 "N"

streamline tubing ofsimilar sizes. More than likely, the aircraft of that era may have used 1020 tubing and 4130 "N" will, of course, be stronger and quite suitable. I am sorry I cannot cross reference materials, as we do not have a catalog on this particular style oftubing. Sincerely, Ben Owen Executive Director, EAA Information Services Perhaps on ofour readers can shed some light on this. Eugene can certainly use 4130 UN" tubingfor his project, but he needs the dimensions of the tubing. You can write him at the address noted above. -HGF

The Dempsters Are Home Howdy! Well, Seattle to Japan the long way ­ its wasn't all the way but it sure was one heck of a great trip. There's a Japanese saying "sometimes less is more" - we can certainly attest to that. With us , as with all pilots, the landing is only the be­ ginning of the next flight, so who knows what adventures await the Howdy Cub and crew. Diane and I want to thank you for your very thoughtful notice in Vintage Airplane, and for all your really fine efforts on behalf of the antique air­ craft movement. All the best to you, Bob and Diane Dempster Vashon Island, W A

Bob and Diane had to ship their Super Cub home to Seattle from northern Japan after Russian authorities reneged on their prior permission to land in Russia for re­ fueling. Now home in the U. S. ofA, they're taking stock and deciding which direction their lives will take. Our flying caps are doffed in tribute to their pluck and plan­ ning, and for never forgetting that the journey itself is the reason for traveling, not just to arrive at a destination. They

took their time and enjoyed the success of their trip, and not only when they completed their trip, but as they jour­ neyed around the world in a Piper Super Cub. -HGF Daily News Waco "E" Dear Norm and H.G. , Enjoyed your Oshkosh report. Of particular interest was the picture etc. on the Waco SRE. Also the same of the ARE. Did the Daily News have two Wacos? I think not. It will be interesting to see your work on the E Wacos! While I was at Ft. Huachuca, Arizona, 1956-58, there was an E in shamb les just across the border from Yuma, AZ. Saw it from the air but never got my hands on it. Wonder if it can be traced? At the same time there was a Seversky two seater gathering dust in the hangar at Nogales, AZ. This is the one now in the Planes of Fame Museum in the Los Angeles area. Let's hope the winter doesn't last too long . The last one was more than enough. Think warm sunny sailing weather! Ike Stephenson

Dear Ike: Your FAX this morning got me inter­ ested! I, too, wondered about the SRE being on the New York Daily News in­ ventory. I then went to Juptner 's Vol­ ume8. Please find th e page enclosed that tells the story. They first had the ARE, SIN 5080, with the large right-hand win­ dows for photo work. They must ha ve also had the 26th "E" model built, SRE N3 1659, SIN 5155. Frank Borman 's SRE is the same air­ plane only it has a new "N" number, N58785 that still has the original SIN 5155. Me thinks this explains the situation and confirms they had two E model Wa­ cos. All the very best, Norm VINTAGE AIRPLANE 3

Machesney Field­

Photos as it was

This is a 1939 Aeronca Chief. The NC number is tough to decipher, but under a magnifying glass it appears to be NC 23515. Pow­ ered with a Continental motor equipped with an " up" exhaust, it even has a nice spinner on the nose. There's also a Warner pow­ ered Fairchild parked behind the Chief.

by Harry Fenton

It is mid-summer in Rockford, lL and for several days the skies are filled with aeria l demonstrations, vintage aircraft and military aircraft. At the local airport the latest in new aircraft designs are displayed and high flying, long distance record-setting pilots were fea­ tured personalities. Sounds like the EAA Convention of the 1960s that was held in Rockford, doesn't it? Amazingly, these events predate the first EAA Convention at Greater Rockford Air­ port by more than 20 years. During July and August of 1939, the Golden Age of Aviation was in full force, and the airport in the lime­ light was not Greater Rockford Airport, but Machesney Airport. Machesney was a typical grass field air­ field of the time, home to a variety of aircraft ranging from Travel Airs to Aeronca Chiefs to speedy business ships like the new Cessna C-34 Airmaster. Founded by Fred Maches­ ney during the '20s, the airport was run by him from its founding until he retired during the late 1970s. At one time, Machesney Air­ port held the distinction of being the longest running, privately owned operation in the 4 DECEMBER 1996

Here's a Travel Air 2000 which appears to be medium blue with a light yellow or white stripe. What would you pay for such a nice pair of airwheels these days?

U.S. Alas, when Fred retired, the airport property was sold and a shopping mall and a community called Machesney Park now occupy the land where the airport once flourished. Luckily, some moments of

Machesney Airport history are preserved in photographs a nd newspaper articles. The photos you see here were taken by a young pilot who rode his bike from the far east side of Rockford to the airport to cap­

Another Travel Air 2000, this one w ith a shiny, well maintained f inish. There are navigation lights mounted at the tips of the upper w ings, and it has the large Bendix wheels.

These big beasts are North American 0-47's , operated by the National Guard . Note the war games crosses on the fu selage. Given that Hitler w ould invade Poland w ithin a month of this image, these aircraft seem totally inadequate for the world events that were about to unf old. The U.S. would pull out all the stops to completely revise the world of military aviat ion in the States within the next couple years.

ture a few moments of Machesney Airport's glory days. Clarence Chamberlin and his Curtiss Condor, with much fan­ fare, arrived in Rockford on August 3, 1939 for a four day passen­ ger hauling barnstorming stint. Today, Chamberlin is a little known name, an almost forgotten contributor to aviation history. But if not for Chamberlin, the entire history of Lindbergh and the Spirit ofSt. Louis would have been entirely rewritten. Lindbergh's first choice in terms of an airplane was the Wright-Bellanca, then owned by the Columbia Aircraft Co. of New York. Charles Levine was the president, and when Lindbergh approached him on behalf of his St. Louis backers to purchase the airplane, he got quite a shock. Levine informed him that they would sell the Bellanca, but only if they maintained the right to name the pilot! With Lindbergh an unknown mailplane pilot from the Midwest, they insisted that Clarence Chamberlin be the pilot on the transatlantic flight. A disappointed Lindbergh headed back to St. Louis and then on to San Diego to see the folks at Ryan. From there he went on to make history. Chamberlin would likely have been the first across the Atlantic, but last minute legal problems grounded the Bellanca. Lloyd W. Bertaud had been hired and then fired by Levine as the "Columbia ' s" navigator. When he was fired, he managed to get a judge to issue an temporary restraining order preventing the Bel­ lanca's takeoff. It was lifted two days later, but after Lindbergh had departed for Paris. Chamberlin and Levine made a record-set­

ling distance flight from New York to 100 miles short of Berlin, Germany just a few days after Lindbergh landed in Paris. The shadow cast by Lindbergh's achievement was long and broad, and Chamberlin ' s flight simply didn't earn much notice. As a profes­ sional aviator, Chamberlin continued to fly, and his majestic Cur­ tiss Condor (one of four he purchased between July, 1935 and April, 1936 - only six were made) was a fixture around the country until the start ofWW II. His enthusiasm for aviation never dimmed, however, and when EM was formed in 1953, he signed up and was issued membership number 565. The day that Chamberlin came to Rockford was a big event. He arrived at midday on Thursday August 3, 1939 and made several parade laps over the city of Rockford before landing at Machesney. His crew included his wife, his 13 year old son, Phillip, co-pilot Herman Sherman, mechanic Randall Squire and commentator Leo Murphy. Chamberlin began hopping rides almost immediately, and from Thursday through Sunday he and the Condor flew daily from 8 a.m. to well into the night until I I p.m . When he finished, over 2,500 passengers had been taken for rides. Chamberlin must have been an effective promoter, because arti­ cles about him and advertisements featuring him and his wife "Bill" appeared daily in the local paper, the Rockford-Morning Star. At least a dozen ads featured Chamberlin ' s picture, endorsing gaso­ line, clothing, and permanent wave hairdos . A local jeweler's ad featured both Chamberlin and his wife and promoted awarding a VINTAGE AIRPLANE 5

Another shot of one of the 0­ 47's. The cross on the fuse­ lage was yellow on a red or blue background. The empty landscape in the background is now the community of Machesney Park , north of Rockford, Il.

diamond ring to the person who correctly guessed how high Chamberlin would be flying when passing over the jewelry store. Reporters gushed over the stately appoint­ ments of the Condor, and indeed, the ac­ companying photos suggest that the Condor was no hack, but carefully maintained. A couple of articles detailed his plan to con­ duct a "stratosphere" flight from New York to Paris, and showed photos of him next to an engine cowling naming the airplane "Miss Stratosphere - She's The Tops." An­ other photo of Chamberlin had him seated in the cockpit of the Condor, looking back over his shoulder, with a caption stating he had flown over 350,000 people in the Con-

6 DECEMBER 1996

dor over a four year period. In conjunction with Chamberlin's visit, two other events were contributing to the aeria l activity in Rockford. Chamberlin shared front page news with a report on the arrival of four 0-47's, "New, speedy, all metal ships" of the 108th Observation Squadron commanded by Major C. A. McElvain. The first 0-47 to arrive was pi­ loted by Lt. Manus McCloskey. The four ships participated later in the week with 6,500 troops during a mock invasion of Rockford. The troops, incidentally, were based at Camp Grant, south of Rockford, an area ofland that would later become Greater Rockford Airport.

The second event was the 30th anniver­ sary of the Army Air Force. To the south­ east in Dayton, OH , the event was cele­ brated with a mass fl ight of 1,500 aircraft, the largest of that time. As part of this cele­ bration , several military overflights oc­ curred over Rockford. A Grumman OA-9 flown by Captains W. P. Siaun and B. L. Boatner established speed record from Day­ ton to Rockford , and three "twin engine bombers," most likely B-18 Bolos, from Chanute Field appeared over Machesney. Just before lunch on Wednesday August 2, a brand new B-17 piloted by Major Caleb Haynes and Captain Old appeared overhead on the first of several circuits between

A shot of the flight line during the special event at the field in the during the early days of August, 1939. Clarence Cham­ berlin 's Curtiss Condor trundles out to the grass runway, hauling another load of passengers dur­ ing one of his barnstorm­ ing tours. You can see two biplanes just above the tree line in the back­ ground, as well as the air­ port beacon and wind­ sock.

Rockford and Dayton during an attempt to set an endurance record. In retrospect, it is sad to note that none of the airplanes, or the airport that were central to these few days of aviation celebration have survived into our current time. The village logo incorporates an airplane, although most of the current residents don't know why. A memorial to Fred Machesney was supposed to be placed in the mall, but the plaque was ei­ ther lost or not completed. A homebuilt rendi­ tion of a Curtiss Jenny hung from the ceiling at the center of the mall for a whi le, but was removed because the management deemed it no longer pertinent to the mall personality.

When the airport closed in the mid­ 1970's, it held the distinction of being the longest surviving privately owned airport in the U.S. at that time. Bits and pieces of this airport are in the hands of private collectors, and photos such as these have captured glimpses of the Mach­ esney history. It is interesting to speculate on the lasting effect that a ride in Chamberlin's Condor had on the over 350,000 passengers who flew wit h him. There must be some EAA members that either flew with him or developed an interest in aviation from a rela­ tive who flew with Chamberlin. If nothing else, a legacy of that day at Machesney Air­

port lives on in that, as the aviation minded son of the young man who captured these im­ ages in 1939, I have taken a few moments to ponder the day that Chamberlin came to Rockford. These photos were taken by a young farm boy named Harry Fenton who rode his bike almost 20 miles from the east side of Rock­ ford to fly at Machesney. They provide an al­ most dreamy view of the airport during the last summer of innocence that would be expe­ rienced for several years to come. Less that a month after these images were taken, Hitler would invade Poland, and the mechanism for World War II was put into motion. ...

Clarence Chamberlin barnstormed his Curtiss Condor throughout the Midwest from his base in Minnesota. Lindbergh originally chose a Wright-Bellanca to fly to Paris, but Charles Levine of the Columbia Aircraft company, which now controlled the airplane, insisted on Chamberlin as its pilot. Lindbergh said no, went to Ryan, and Chamberlin was held up for a few days by a legal battle over who was going to fly the Atlantic as his crew. When the fight was over, Lindbergh was in Paris, and Chamberlin and his navigator, who wound up being Charles Levine, flew the Wright-Bellanca to Berlin from New York just a few days later, setting a new non-stop distance record. With the event hap­ pening so soon after Lindbergh's flight, it was lost in the shadows, and Chamberlin never gained the same amount of publicity as his contemporaries. In the second shot, with the Curtiss Conqueror en­ gines idling, Chamberlin looks back over his shoulder as the passengers take their place in the cabin before their flight around the pattern. The open fields to the west are now home to 20,000 people.

VINTAGE AIRPLANE 7

Wire Break!

Editor's Note: This article by the late John Halterman was re­ ceived just a few weeks prior to his death this past summer in a mid­ air collision. John's willingness to share his discovery ofa poten­ tially threatening mechanical failur e was typical ofhis attitude ­ whenever J asked, he was happy to do what he could to further the cause of vintage aviation. - HGF It was the morning of Wednesday May the 23rd 1996. Nothing different, except that today one of the local TV channels was going to film what is supposed to be a typical weekend at Dauster Airfield (Creve Coeur Airport), St. Louis, Missouri . For those who don't know, Dauster Airfield has one of the best privately owned flying collections of antique and classic aircraft to be found anywhere. Anyway, since I own and fly more than one airplane, I was very busy trying to get ready, as I always try to help promote the airport and resident museum. Today I chose to fly my 90AF Monocoupe and QCF Waco. I think that those are the abso lute best airplanes ever built. You need only to fly either one a few minutes and you understand why I say that. Anyway, back to my story. I flew the Monocoupe a couple of times and beat the airport up pretty good. I then flew the Waco a couple of times for the camera; everything went fine with both airplanes. That was all before lunch. We took a break for lunch and were told to be over the airport en masse pre­ cisely at 3 :26 p.m. for the last filming. One of the younger fellows at the airport said that he would like to ride along if I didn't mind. I didn't find that to be a problem, so at about 3: 15 p.m. we got in the Waco and took off. We had a few minutes to kill so we joined in with the gaggle of other aircraft that were forming up and we kind of beat the airport up pretty good en masse. We were taking off to the south and for the most part leaving our beautiful east-west grass alone . After filming was over I made a pass with Albert and Al Stix in formation with their beautiful Stearmans. As we climbed out, Al senior stayed down low to my left; Albert lagged be­ hind and just a little to my right. I climbed out straight ahead and was laugh­ ing to mysel f about how much better my Waco performed than the Stearmans. We were clear of the other traffic and Al was turning out to the east, Albert had decided that south was his choice, and I had de­ cided to do as tight a turn as I could di­ rectly above the airport. A QCF will tum much better than most any old-time bi­

plane; the Buckers do as well but they lack some of the other char­

acteristics that the Waco has - always a tradeoff.

Anyway, I happen to like my Waco the best. I made about as tight a 360 as can be done and then peeled off and settled down to about 350 AGL flying directly east. Just a little south of and paral­ leling the east-west grass, I decided I would fly out to a normal downwind and join the rest of the traffic and land to the south on the north-south grass strip. The Waco was at power and cruising at about 125 or 130 mph. I started a gentle left-hand turn . Just as I started my roll , the Waco rolled violently to the left. The wings were moving back and forth , just like in an old-time movie, except that thi s wasn' t a theater, this was me - I was in my beloved QCF Waco and I had a passenger. I had broken the right roll wire! The aircraft was trying to roll to the left, and I was going down at 8 DECEMBER 1996

by John Halterman

an unbelievable rate of speed. Danny, my passenger, was trying to hold the wings still with his hands and trying to keep from getting crushed. I immediately pulled the power, trying to slow the Waco and trying to regain control. The nose really went down with that. By that time the Waco was passing through about 180 degrees of a left-hand roll. we were very low and everything was going to hell fast. I had all the right aileron pushed in to no avail, so I pulled as hard as I could on the stick to increase the tum and try to stop the roll rate. The ailerons at this time would only move the wings back and forth in a very shallow arc around the center line of the fuselage, not he lping the situation at all. By this time we were deep into a left-hand spiral and aliI could see was the wings moving violently back and forth and nothing but earth in front of me. I had full right rudder, full right ai leron - a handful of Waco that was completely out of control. We were at ground level; I had done about every­ thing that I could think of in 10 or 15 seconds and all I could think of was how bad this was going to hurt. The only thing I could think of to do was not hit nose down or upside down, and all I could do was push the power up and try to raise the nose. At that moment I think we were going about 80 or 90 mph. When I pushed the power up, the Waco pitched up immediately, and very luckily for us, rolled to the right, then stalled cold and hit heading southwesterly across the east-west runway. We were rolling way too fast and completely out of con­ trol. When I finally got the Waco stopped, I was amazed that we seemed to be still in one piece. The upper wings were laid off to one side, but still on top. We had hit the ground so hard that I was sure the landing gear must be torn up. I couldn't really say anything and all that I could hear from the front seat was Danny say­ ing that he thought we had had it. I'm here to tell you that on any given day un­ der the same circumstances we would have been a grease spot; today wasn ' t our day. It turns out that the right roll wire on the QCF is in a very slight conflict with the left one. The tension between those wires must have caused a crack as there was a flaw in the wire. I would rather be­ lieve that the fault is not in the wire be­ cause we all depend so heavily on them . Prior to this the aircraft had flown about 100 hours s ince a new set of wires was installed . We don ' t do any violent aero­ batics, and we look at our aircraft all the time. There was never a sign of any damage to that wire. This all just goes to show you that even with the very best parts, and continuous care, you sometimes still need a whole hat full of luck or a helping hand just to get by.

John 's experience reminds us all that brace wire should be sepa­ rated from one another at all times. Highly stressed parts ofthe air­ craft, th e brace wires can be kept apart simply with a piece of leather secured with rib lacing cord, a method seen often on center section brace wires. Also, a seemingly innocuous change is sometime made on other aircraft - the round brace wires are replaced with streamline wires, and th e bit ofadditional width of th e new wires can place th em in conflict with one another. Keeping an eye on such changes can pre­ .. clude a nasty incident such as this.

PASS db

BUCK by E.E. "Buck" Hilbert EAA #21 Ale #5 P.O. Box 424, Union, IL 60180

ICE! Burr! was recently asked by Verne Jobst to speak at a Chicago area flight instructors meeting. The subject was a review of winter operations, specifically ICE! So since I'm up on the subject, let's talk about it. Now you southern aviators, this ain't the kind of ice that comes in a drink! It's the kind of ice you'll find up here in the frozen nawth just at the time when you want to brave the elements and go aviating. Regular subscribers of the Great Lakes Pilots News, a local rag devoted to this four state area, will find on page 17 of the latest issue an article devoted to the AOPA Air Safety Foundation study on general aviation weather related accidents. Interestingly enough, this study was funded by the Flying Physicians Associa­ tion. Let's not have any comments about doctors and Bonanzas, no matter what you're thinking! It goes into analysis and then preventive strategies and leads up to our topic. Downstream in this 368 page torrent of information they touch on ICING. Out of 637 accidents linked to various forms of Ic­ ing, 51 percent of them were attributed to Carburetor Ice! There are others; structural, icy runways, impaired visibility, and the like, but Carbu­ retor Ice, probably the easiest thing to detect and handle! 51 percent? The first question that comes to mind is, are flight instructors bypassing the impor­ tance of teaching about icing? Are they do­ ing all they can to alert the student to the ef­ fects, sometimes fatal, of icing? Are we teaching about carburetor ice? The aerodynamic effects of ice on our air­ plane? The icy runways? The special pre­ cautions for winter and cold weather flymg? How to handle slippery runways, NIL brak­ ing, and runway clutter? AOPA and AVEMCO put out a nice little booklet on aircraft icing. Also the in latest is­ sue of the FAA Aviation News has come timely information on these very subjects. Review them! It will refresh your mem­ ory, and help both you and your airplane so you can enjoy winter flying. Next to thunderstorms, ice should be of very great concern especially for those of us who do most of our flying at the lower alti­ tudes.

Don't misunderstand, even the big boys are affected. Air Florida back a decade ago taking off at Washington National, a DC-l 0 landing at Boston - one didn't get off, the other didn't get stopped. In both cases, ICE! Let's get down closer to our area and op­ erations level. The American Eagle down Indiana way. That's one for the books! The boots worked, but the ice build-up behind the boots acted like spoilers with a resultant loss of control. We Great Lakes natives are well aware of the lake effect and how quickly we can ice up! A few years back, when I was a new Cap­ tain, we were in a holding pattern at PAPPI Intersection just offshore over Lake Michi­ gan, in a DC-6 at 8,000 with a Learjet be­ neath us at 7,000. The tops are about 6,000. Now I know, from past experience, there's ice in the clouds and I have to make my ap­ proach into and through these clouds. I have every bit of my anti-icing equipment going, even though the temperature isn't quite freezing! Approach pulls the Lear off the hold on a vector south and descends him into the clouds for his approach to Meigs Field, Chicago's lakefront airport. He reports out of seven then out of six and seemingly sec­ onds later it's MAYDA Y! MAYDAY! He loses both engines and ditches in Lake Michigan! Man, did that create a fuss! It can happen, it has happened! Don't let it happen to you! The information is avail­ able. The signs are there. Learn to recog­ nize them and cope! Carburetor ice! From the airline experi­ ence again. I f the temperature and the dew point add up to 86 or less, and there is visi­ ble moisture, you're ripe! Carburetor ice WILL occur! Watch those little Continentals! They re­ ally like to make ice. Sometime right after you land, pop the cowl on one of those little 65s or 85s or even the 0-200 and LOOK AT THE WATER CONDENSED ON THE IN­ TAKE PIPES! That was frost when you were flying a few minutes ago . . . Lycoming now, they route their intake tubes through the crankcase to help cool the oil and warm the air a little. That's why the Lycomings drink a little more gas than the Continentals, but they are less prone to ic­ ing. The tubes aren't really the problem though, it's the venturi and the throttle plate

icing that chokes off the air, roughens up the engines and once in a while causes sudden and unexplained feelings of panic. If you have a carburetor temperature gauge, and the conditions are right, then use the carburetor heat to stay in the green! Don't be afraid to use the mixture control as you would normally even with the carbure­ tor heat on if you're on a cross-country and crulsmg. Let's get to structural icing. Frost or ice on the wings? Ice in the gascolator? How about the tank sumps? How about another story - I'm out moving snow on a 15 degree day at the Funny Farm, and a 172 goes by overhead. I hear sput-and­ putt and see him break off his air work and set up a pattern for landing here at my place. On the ground at full throttle he can only get about 1400 rpm. When I drain the gascolator I get some of the neatest looking ice crystals, almost like orange crush! There were actually ice crystals in sus­ pension in the tanks, and the gascolator was doing its job and keeping them from reach­ ing the carburetor! After an hour in the heated hangar, we drained out the water and he was on his way! IT CAN HAPPEN! We all know what happens to airfoils when they ice up! A cake of ice won't fly! It'll fall! But it won't fly no matter how much power you have! Think about it! How about ice on the runway? How does it affect your takeoff? How about clutter? Standing water, slush, snow? Could you stop within the confines of the airport if you had to? Would the drag of a couple inches of snow or slush prevent you from getting off? What about impingement from the spray on the elevator, or the brakes, or any­ where? How much ICE can your airplane carry? All of a sudden the extra weight and maybe the deformation of your airfoil might make you into that cake of ice I mentioned earlier. Don't let all this scare you. Some of the best flying can be had on those cold winter days when the air sparkles and is so dense that your airplane flies like it's in a groove. The engine performs like it's turbocharged and it's great to be alive! Just think ahead and have your fun . Happy Holidays to one and to All! Have a "Good one, " the Holidays, I mean But take time out,just a little, to dream. Dream a little ofwarm spring breezes While your airplane sits in the hangar andfreezes. It won 't be long, just think about flying, Clear skies- no ceilings and lots of hangar flying! The sap will run and the birds will play And you and me, will think back and say, "Sure was fun to fly skis, a real blast, But it's so much nicer back on the grass!" So it's "Over to You" with warm fuzzy feelings As we dream and wait for those unlimited ceilings!

VINTAGE AIRPLANE 9

THAT PESKY

1.0. TAG

by H.G. Frautschy

On some aircraft such as this Boeing Stear­ man N2S-3, the origi­ nal location of the data plate was on the out­ side of the fuselage. It meets the require­ ments of the regula­ tions with no further changes or additions needed.

.

----------­----.. ::: -----. -=--------- -----.

"'­

If your airplane was delivered when you restore the airplane is judged.

-~

Last month we dealt with the requirements for registration numbers on your AlC airplane, and before I go any further, I'd like to add one more item to that discussion. While not a legal require­ ment, it does impact your judging results . If you have an airplane that carried an NC number on it when it was manufactured, and you didn ' t put it back on when the airp lane was restored, you will lose points for that omission when the airplane is judged during a Fly-In. If you have an classic airplane that could have gone either way, you'll want to ensure you have documentation for the mark­ ings of your aircraft - a copy of the original registration certificate would suffice, since at that time the "c" was part of the official registration. The change to the regs removing the "c" from the registration number was made in the late 1940's. Now that's great for your registration number, but as we all re­ call, 8 years ago a requirement was forced upon the FAA by an­ other agency that required us to add external documentation of the aircraft's make, model and serial number, ostensively to aid the "war on drugs." Fortunately for us, the type certificated aircraft we deal with have a slightly different requirement. Here 's how it reads: "§45.11 (d) On aircraft manufactured before March 7, 1988, the identification plate required by paragraph (aJ ofthis section may be secured at an accessible exterior or interior location near an entrance, if the model designation and builder's serial number are also displayed on the aircraft fuselage exterior. The model designation and builder's serial number must be legible to a per­ son on the ground and must be located either adjacent to and aft of the rear-most entrance door or on the fus elage near the tail sur­ faces. The model designation and builder 's serial number must be displayed in such a manner that they are not likely to be defaced or removed during normal service. .. So what do you need on your Antique, Classic or Contemporary aircraft? I 'm not going to quote directly from the regs, but here is a synopsis: I) The aircraft must be identified by means of a fireproof iden­ tification plate that is etched, stamped, engraved or marked by an­ 10 DECEMBER 1996

other approved method of fireproof marking. For our airplanes, we already have a plate like that - we call it the data plate. Most of them are mounted on the inside of the airplane, and so they fall un­ der the regulation quoted above. What has to be on the data plate? Pretty basic stuff: a) Builder's (Manufacturer's) name b) Model Designation c) Builder's Serial No. d) Type Certificate No. e) Production Certificate No., if any. Rarely will you not find thi s already on your airplane - it wouldn't make it through its annual without it. It is also possible that you will meet both requirements of the regulations for a data plate with all of that information if the factory mounted it on the outside of the aircraft. That' s great, and you don't have to add a thing. But if you have your data plate on the inside of the airplane like most of us, here's what you need to have on the outside: Model Designation and Serial No. That's it! For example, on my Aeronca Super Chief, the data plate is mounted on the floorboard on the right side. On the exte­ rior of the airplane, it has "11CC-163" affixed to the fabric on the underside of the horizontal stabilizer. By the way, you'll note that the manufacturer's name is not part of this requirement, as long as the data plate is affixed to the inside of the airplane. On my air­ plane, it happens to be done with a Kroy lettering machine that prints on a strip of M ylar® tape, which was then stuck to the fuse­ lage. Over the top of that, I put another, wide strip of self-adhesive plastic fi lm said to be UV stable, so it wouldn't deteriorate in the sunshine. The only requirements for legibility are (" . . . that it is legible to a person on the ground . .. " Since 1 was planning on recovering the airplane within a year or two of the requirement, I wasn't all that concerned about looks, so I just did it in black letters. It need not have that much contrast - in fact, if you are concerned that it be inconspicuous to the casual observer, tuck it under the stabilizer as

the factory with an "NC" number, you'll want to be sure and include the "c" erwise, you will loose points for "non-standard markings" when the airplane

You can also use one of the commercially available aluminum placards, and have it stamped or engraved with the data. On this airframe, since drilling into the skin was required to secure it in place, a mechanic's logbook entry and return to service was required. (If it had been bonded in place using a structural adhesive, no logbook entry would be needed.) This plate also has blank lines for more information that is required by the reg­ ulation, but it can also double as the airplane's data plate on an experimental aircraft.

far as possible, and use a paint color that is of the same color fam­ ily, but just lighter, say a medium blue lettering on a dark blue fuselage, or a darker shade of red for the letters on a medium red or orange fuselage . Also note that there is no size requirement for the markings - they just need to be legible. Mine happen to be 1/2" tall. The markings do not have to scream " look at me" every time someone walks up to admire your airplane. As long as an inspec­ tor can see it when he peeks under the stabilizer, you've met the re­ quirements of the regulation.

On the EAA Aviation Foundation's Corsair, these sim­ ple markings are all that is required, since the fighter's data plate is inside the cockpit. The painted markings, done by long time EAA sign painter Jesse Harvey, look good and are unlikely to become de­ faced or wear off in normal service. According to the regulations, the name of the builder is not required, but most people add it as part of the manufacturer's model designation. There's nothing wrong with that, and it helps head off any confusion about the regula­ tion's interpretation.

Over the past couple of years, I've seen a variety of methods used to meet this requirement. First, you can buy one of the "plates" advertised in various catalogs. Using a set of metal stamping dies, the required information is filled in and the plate af­ fixed to the exterior. A felt tipped permanent marker is not consid­ ered adequate to write in the data on the plate, since the markings are not stable in sunlight, and will eventually fade away. If you have to drill into the structure to attach the plate with screws, your aircraft will have to returned to service by a certified mechanic. Bonding (gluing) the plate to the fuse lage would not require the same sign-off. Having the Builder's Designation and Serial No. painted on the fuselage is a great favorite with the Ale crowd during a rebuild, and is often done using the same color paint used on the airplane as the base or trim co lor, depending on where the numbers are ap­ plied . With all the time you spend on restoring your airplane, doesn't it make sense to take the time to comply with this regula­ tion in a way that looks nice and compliments the work you've done to get it looking so great? If you're not real adept at lettering, consider calling a sign painter - he'll do it faster than you can imagine, and it will look outstanding. Methods that are not recommended include stick-on lettering, and decals that are not intended for use out-of-doors. The vinyl markings intended to be used for trim on the outside of an aircraft will work fine, as long as the surface is cleaned of all contaminates and wax. The key is to apply markings that will not come off while your airplane is ripping along in the atmosphere . Having a clean, neat set of markings meeting thi s requirement wi ll be one less .. ramp inspection worry you' ll have. VINTAGE AIRPLANE 11

The Wayward

Wheelpants

are

Unmasked

by Norm Petersen

Original photo of Capt. Silas Peterson (NWA ret.) with wheel pant at Stanton Airport.

Back in the March '96 issue of VJNT AGE AIRPLANE, we fea足 tured a "Mystery Wheelpant" (actually a pair) that had been discov足 ered in a hangar at the Stanton, Minnesota airport. Once again, the sharp-eyed readers have come through with the answers. Randy Tait (EAA 348186, A /C 17607) of Breckenridge, TX, sent in a copy of an ad from the December, 1946, FL YJNG magazine that he had recently purchased in a collection. It shows the Lightstream Wheel Pants made by Aviation Accessories Corp., 2204 N. Main, Ft. Worth, Texas. From the ad we quote: " They provide 225,000 Can足 dlepower on only 6 or 12 volts at 100 watts. Delivered in all stan足 dard colors with complete wiring and sw itch accessories for only $89.95 per pair. Made of featherweight magnesium." Brad Sasser (EAA 456356, A /C 22209) of Roswell, GA, was kind enough to send the enclosed photos of his wheelpants that 12 DECEMBER 1996

p lain ly show the name of the company on the lens shield. Brad ' s excellent photography is a joy to behold. In addition, veteran aviation photographer, Roy Cagle (EAA 1540 I, A /C 1691) of Prescott, Arkansas, drew our attention to the ad in FLY ING magazine and Jim Montague (EAA 42062, AlC 131) of Lake Elmo, MN, mentioned that Tom Melbye (EAA 132217, A /C 14121) had one of the lighted wheelpants in his hangar at the Lake Elmo, MN, airport. One item that hasn't come to light so far is how the Lightstream Wheel pants are mounted on the airplane. No wheel brackets, bolt holes or mounting brackets are visible in any of the photos, so we may have to let that sleeping dog lie. Many, many thanks to all readers who contributed to the solution - Norm Petersen.

Tom Wright, owner of Staggerwing N40E

by Norm Petersen If ever the term "sleek" were applied to an aircraft, it would have to be used to de­ scribe Walter Beech's famous product, the Staggerwing. Almost like symmetry in motion, the sleek lines of the Staggerwing are instantly recognizable - a beautiful air­ plane in the mind of the beholder. The subject of this article is one of those trea­ sured beauties. Winner of the Reserve Grand Champion Antique "Lindy" at EAA Oshkosh '96 was a fabulous 1944 Beechcraft D 17S Stagger­ wing, N40E, SIN 6685, owned by Tom Wright (EAA 481481, AIC 23716) of the small town of Russell, Kentucky, located in the extreme eastern part of the state. For many folks, it is hard to imagine the level of intensity in the jUdging process

Even stationary on the ground, the Beech Staggerwing looks like it is in motion, a tribute to its designers of many years ago.

that takes place every year at Oshkosh, es­ pecially when it comes to Grand Champi­ ons and Reserve Grand Champions. Al­ though Alan Buckner's Waco QDC ran off with the Grand Champion Lindy, Tom Wright's Staggerwing D 17S pushed him to the extreme limit before the final tally by the highly talented and dedicated judges brought forth a winner and a Reserve Grand Champion. Tom Wright does have one piece of good news, however, he can return to the competition in 1997 while Alan

Buckner 's QDC is relegated to the Past Grand Champion Paddock for future con­ ventions. Tom Wright was born 45 years ago in the small town of South Shore, KY, just a few miles from his present home in Rus­ se ll, and graduated from McCall High School in South Shore. He went off to college and after one year of hitting the books, decided it was time to go to work and earn a living. Going into business, Tom set up an Industrial Service Company VINTAGE AIRPLANE 13

and he was off and running. The business grew rapidly and before long, he recog­ nized a need to get between offices at a faster speed. Aviation proved to be the an­ swer, so in 1980, he bought a Beechcraft A-36 Bonanza and started to learn how to fly. In a short time , he made his solo flight in the Bonanza and worked up to his Private license. The business prospered, so a Beech Baron was acquired, to be followed by a Piper Navajo, which in turn was followed by a Sabreliner 60. Tom Wright was be­ coming an airplane aficionado and really enjoyed flying. About this time (i 991) he received an offer to purchase his booming business that was too good to turn down, so he sold the business and turned his atten­ tion towards more airplanes. His present stable includes a Sabreliner 65, a T-28 Tro­ jan, an L-39 jet trainer, a Beech Baron, a Stearman biplane and lastly, the award­ winning Beechcraft D 17S Staggerwing, N40E, SIN 6685 . After selling his business in 1991, Tom Wright purchased N40E from longtime EAAer Glen McNabb (EAA 73768 , Al e 675) of Jasper, TN , who had owned the Staggerwing for many , many years and was an ardent booster and major supporter of the Staggerwing Museum in Tullahoma, TN. Sadly, about a month after selling N40E to Tom Wright, Glen McNabb passed away. 14 DECEMBER 1996

Retractable landing gear goes into these ultra clean gear wells. Note the large num­ ber of cables and wires running fore and aft just under the floorboard .

Meanwhile, Tom was busy learning the intricacies of flying a Staggerwing and in two years time, he really learned to appre­ ciate the class and style of the old girl. In fact, he figured it would be an excellent airplane to restore to new condition. In 1993, the Staggerwing was flown to Sand­ wich, IL , and turned over to Doc's Aero Service run by longtime Staggerwing ex-

pert, Bern Yocke. The big biplane was completely taken down to bare bones for a total rebuild and a close inspection was made of the entire air­ frame. All sorts of things came to light! The wing panels were in dire need of re­ pairs and the left upper wing needed com­ plete replacement of spars, ribs and all wood. Only the hardware could be saved.

Retractable tailwheel features welded fork and fancy cover doors that are supposed to close when everything is in the "up" position.

Staggerwing front of­ fice includes new in­ strument panel with ra­ dio stack and full IFR capabilities. Control yoke has throw-over feature for co-pilot op­ eration. The crank on the left wall is emer­ gency gear lowering mechanism.

Meticulously finished fin and rudder on N40E reveals first class workmanship in­ cluding a rudder trim and nicely done tailcone fairings.

This beautiful interior by Dolores and Mike Neuenteufel is done in all leather materials and finished on top with burl maple panels. Note roll down window crank ­ strictly class.

This is championship caliber cleanliness! The dual air scoops are pol­ ished aluminum and even the P & W medal­ lion is polished to per­ fection. VINTAGE AIRPLANE 15

The bright sun really makes the cream and red paint scheme sparkle as Tom pulls up to the camera plane. This is lUxury travel from way back in 1944.

The other three panels were carefully gone over and each part and piece was repaired until everything checked out ready for cov­ ering. Un less you have personally rebuilt a wing from a Staggerwing, it is difficult to explain the amount of work that can be con­ sumed in restoring such a complex all-wood wing panel. While all this was going on, the 450 hp P & W engine was sent out for major overhaul and the order was placed for a new propeller and spinner. The fuselage was epoxy primed and woodworker, Bill Toland, com­ menced building all new formers and stringers for the entire fuselage, a major task in itself. An entirely new leather interior was de­ signed, sewn, and installed by longtime EAAer Dolores Neunteufel (EAA 10359) and her son , Mike, of Addison , IL. This pair of leathercrafters has become extremely adept at aircraft interiors, an average Stag­ gerwing requiring three to four weeks of full time effort to complete the job. In add ition to this highly specialized work, Dolores has faithfully volunteered at both Rockford and Oshkosh for 36 conventions - an amazing feat in itself. The instmment panel was redone with all 16 DECEMBER 1996

new or overhauled instruments including GPS, dual KX-I55's , HSI, and complete IFR intmmentation. In add ition, an S-Tec Autopilot was added for those longer trips. Side panels in the cabin were finished with a special burl maple wood that really adds class to the interior. Besides being very pretty and functional , the interior quiets the cabin of the big biplane and Tom Wright says it is a really comfortable airplane be­ cause it is so quiet in cmise. The final job of covering the Stagger­ wing fell to Tom Paradise of Doc's Aero Service, who does the fabric work in Ce­ conite with uncompromising ski ll. A close look at the finished product reveals the touch of the artist. Final painting was done with PPG two-part polyurethane in a special cream hue (personally picked by Tom Wright) and trimmed in Candy Apple Red with a Gold accent stripe. The incredibly finished paint scheme turned many heads at Oshkosh and had the Antique judges shak­ ing their heads in amazement. After the ba­ sic colors were sprayed, a final clear coat supplied by PPG, was applied over the fin­ ished product to get the final shi ne. Needless to say, all this beautiful work

takes time and the Staggerwing was finally comp leted just days before the '96 EAA Convention. With final checks all com­ pleted, the bright colored Staggerwing was flown to Oshkosh by Tom Wright and his co-pilot, Don McGinnis, and parked on the Antique line at Oshkosh for all to see. Tom reported an easy cruise of 170 to 180 mph with the P & W engine burning about 18 to 20 gph. Fuel is carried in five tanks that total 121 gallons for a near six-hour range. The big job fell to Tom and Don after they ar­ rived at Oshkosh. They had to clean all the bugs off the pretty leading edges, re-polish the spinner and propeller blades, and gener­ ally clean up the big biplane for the judges. Apparently their efforts were not in vain because on Tuesday evening, at the Theater­ in-the-woods, the announcement came forth for the Antique Reserve Grand Champion, Beechcraft Staggerwing, N40E. Believe me when I say that a happy Tom Wright as­ cended the stairs to accept the Lindy trophy, not only for himself, but for the many peo­ ple who were involved in the restoration ef­ fort. Our sincere congratulations, Tom, on a beautiful airplane and we look forward to ... seeing you next year.

MORE EAA

SHKOS ~ by H.G. Frautschy

Lorry Saunders , St. Albert, Alberta , Canada was caught in the act of giving th i s Beech Staggerwing it ' s fly-in clean-up job. Lovingly restored by her husband, it was picked by the judges to receive the Antique Outstanding Closed Cockpit Biplane award.

The Type Clubs were honored for their contributions to the antique/classic and contemporary aircraft communities. Butch Joyce, Dobbie Lickteig and Joe and Julie Dickey look on as Paul Poberezny addresses the assembled crowd in the Type Club tent. Each of the type clubs who contribute to the ef足 forts of the Division by displaying in the Type Club tent were presented with an appreciation plaque. VINTAGE AIRPLAN E 17

If you saw this parked on the ramp at your lo­ cal FBO, you might not pay it much heed - and you would have missed a little piece of Cessna history. This is the old­ est Cessna 310 in exis­ tence, a 1954 model, SIN 3500Z. It's owned by Ed Gaffney of Be­ loit, WI.

This great looking Fairchild 24W46 is one of the few 24s built after WW II. It was restored and flown by Larry Beck of Canby, OR. Ap­ propriately, it was selected as the WW II Era Champion.

A couple who are one of the neatest pair to grace the grounds of Wittman Regional Airport are the Blankenburgs, Kent and Sandy of Pine Mountain, CA. This is their Spartan Executive, picked as the Runner-Up Customized Antique Champion during this year's Convention. Regular attendees at EAA OSHKOSH, their appreciation for period of the 1930's even extends to the luggage of the era - they routinely keep an eye out for pieces that are from that time, and use them when traveling with the Spartan or their Lockheed 12. 18 DECEMBER 1996

The volunteers make it tick, and if you keep them fed and with drink, they're understandably appreciative! EAA's Op­ eration Thirst vehicle (itself a volunteer operation) passes out drinks and sandwiches to the hungry flight line workers during the entire Convention, and during the rest of the summer when volunteer work crews are on the site getting it ready for everybody else.

John Wallace's Cessna L-19E Although mentioned in a previous sea­ plane fly-in article, the photos of the Best Metal Seaplane Award winner at EAA Oshkosh '96, a 1958 Cessna L-19E, N3255S, SIN 24701, mounted on a set of Edo 2425 floats, were not available at press time, so to do justice to the owner, John Wallace (EAA 534076) of Birming­ ham, MI, we are pleased to present this photo. Completely restored in original 1958 Air Force markings, the L-19E looks for all the world like it was surplused from the military just last week! Along with dual water rudders on the 2425 floats, the L-19E has dual aux. fins on the stabilizer which are necessary on floats. With large flaps and a Continental 0-470 en­ gine of 213 hp, the L-19E gets off the wa­ ter very quickly and will haul two people and lots of baggage. The visibility is su­ perb in all directions and with dual stick controls, it is a real joy to fly according to John. Congratulations on a beautiful award-winning seaplane.

Aeronca Champ on Edo 1320's This very pretty Aeronca 7AC Champ, N84609, SIN 7AC-3316, mounted on a pair of Edo 1320 floats was flown to Oshkosh by veteran seaplane pilot, Steve Petrich, of Eden Prairie, MN.

Piper J-4 Cub Coupe on Edo 1400's A regular at Oshkosh is this Piper Cub Coupe , N25753, SIN 4-823, mounted on a set of Edo 1400 floats and owned by Rudy Komin, Gordy Olson and Tony Chrisanti of Mundelein, IL. The J-4 is powered with a Continental 0-200 of 100 hp for a little extra get up and go.

Piper J-3 Cub on Edo 1320's This very p r etty J-3 Cub on Edo 1320's was flown to Oshkosh from Eveleth, MN , by Phil Carlson. VINTAGE AIRPLANE 19

Aeronca Sedan on Edo 2000's From the Leech Lake area of Minnesota comes this very nice Aeronca 15AC Sedan, N1356H, SIN 15AC-403, mounted on a set of Edo 2000 floats and flown by Tom Hankins of Walker, MN. Note the left hand seaplane door and the con足 trollable prop on the "other than standard" engine, probably a 180 Lycoming.

Stinson 108-3 on Edo 2425's This pretty red and white Stin足 son 108-3, C-FEXT (formerly CF-EXT) mounted on a set of Edo 2425 floats was flown to Oshkosh by Robert Reynolds of Canada. One of thirty-one registered Canadian sea足 planes at Oshkosh '96, this 108-3 features drooped wingtips and a controllable propeller.

Piper J-3 Cub on Aqua 1500's This newly built up Piper J-3 Cub, N110RR, SIN 19659, mounted a new set of Aqua 1500 floats, was flown to Oshkosh by Walt Groskurth of Mankato, MN. The Cub is jointly owned by Walt, Bob Reichel and Floyd Backstrom, all of Mankato.

Continued on page 32 20 DECEM BER 1996

by H.G. Frautschy

Effenheim E-l Hawk

Here's the Skymotor 70 on display at Milwaukee's Mitchell Field Gallery of Flight in the central terminal build­ ing. While the Skymotor com­ pany did obtain an ATC (No. 200) in 1939, orders were not forthcom ing , and only two of the engines were built by the Milwaukee Parts Corporation.

Our Mystery Plane for this month is this stoutly braced two-place bipla ne. A trim looking little ship, it comes from the Tex La­ Grone collection of the EAA Aviation Foun­ dation Boe ing Aerona utical Library. An­ swers need to be in no later than January 25, 1997 so that they can be inc l uded in the March, 1997 issue of Vintage Airplane. The September Mystery Plane was recog­ n ized by a number of members, includi ng Capt. Dick Hill (NW-ret.) of Harvard, IL He writes: " The Mystery Plan e in the September Vintage Airplane magazine is the Effenheim Hawk. It was built by Ed Effenheim in his Milwauke e basement. Ed and his brother Ray were well known in aviation circles around Milwaukee during the 1940 's andfor many years afterward. Ed is now retired, liv­ ing in a Milwaukee suburb. In an informal interview, Mr. Effenheim said that they liked the 'Lockheed Shooting Star' emblem, so they used it and substituted the words 'EF­ FENHEIM HA WK. ' " The Hawk was completed in late 194 7 and anoth er well known Milwaukee aviator, Robert "Bob " Huggins made the test flights from Curtiss- Wright Field. (now known as Timmerman Field.) "Th e engine in the plane was also built in Milwaukee, just before WW II. It developed 70 hp was called th e "Skymotor " and was built by th e Milwaukee Parts Corporation. (Edwin Machalski's Milwaukee Parts Corpo­ ration had built the Tank engines in an ear­ lier project. To clarify, the Tank engine be­ gan as a conversion of th e WW I Curtiss OX-5 water cooled V-8 to an updated air­ cooled version. This project was initiated in the late 1920s by Frank and AI Tank, hence the name. So me of th e aircooled Tank en­ gines are still in operation.) "The last flight ofthe EJJenheim Ha wk

Continued on page 29 VINTAGE AI RPLANE 21

WHAT OUR MEMBERS ARE RESTORING

- - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen

John Baugh's Super Seaoee Having the time of his life getting his feet wet with this very pretty Republic RC-3 Seabee, N6704K, SIN 987, is longtime EAA Warbird and Antique / Classic member, John T. Baugh (EAA 64463 , A/C 1180) of Lebanon, TN. Powered with a big Ly­ coming GO-480 engine of 295 hp swinging a three­ blade pusher prop, the Super Seabee really "gets with the program" according to John and gets off the water with com­ plete authority. Other mods on the am phibian include wing ex­ tensions, anti-spray rails, new in­ terior and complete avionics and

instrumentation . According to John, the Super Seabee opens up a whole new world of fun and games. A hearty welcome to the "wetfoot" crowd, John!

Walt Sieg's Stinson 108-3

Seldom do we get an opportunity to feature a picture of an airplane that has been owned by the same person for forty-nine years! In this case, the gentleman is longtime flying farmer pilot, Walter Sieg, of Truman, Minnesota, who celebrated his 80th birthday last July II th o Walt pur­ chased this Stinson 108-3, N807C, SIN 3807, from Fred Hines in Wadena, MN, in April , 1948, when it had 49 hours flying time. Since then, Walt has flown the pretty "B lue Goose," as it is affectionately known, some 3,000 hours on wheels and Federal A2500A skis. The Stinson was recov­ ered with Ceconite in 1976 and the light case 165 Franklin was replaced with a heavy case 165 many years ago . To this day, the original light case engine sits in an engine crate next to the Stinson in its hangar. The panel is origi­ 22 DECEMBER 1996

nal, right down to the Hallicrafters Low-Frequency radio visible behind the left hand control wheel. Special congrat­ ulations and best wishes to Walt Sieg for faithfully main­ taining his Blue Goose all these years. Photos contributed by Calvin Jorgenson ofSt. James, MN .

Tom Bins' Rearwin 6000-M IiSpeedster" Perhaps one of the rarer aircraft in the world is thi s beautifully restored 1938 Rearwin "Speedster" 6000-M, NC20741 , SIN 311, that has absorbed most of Tom Bins ' extra time during the past few years. Tom is from Eagle River, WI, in the north­ ern part of the state and has been di I i­ gently working on the restoration of the rare bird . It is estimated that only six ex­ amples were built for the American mar­ ket and presently, only three are listed on th e FAA register. A further six to ten were sold overseas in the 1937 -40 time frame. The aircraft is powered with a four-cylinder, inverted, Menasco C-4 en­ gine of 125 hp pulling a Sensenich wooden propeller which gives a cruise of up to 135 mph . The photo of th is pretty tandem two-p lacer was contributed by Ed Brown of Colby, WI.

r-----------------------..---,..".,..,..,.............,..,.­

Ben Epps' Aeronca C-3 With its bright yellow paint scheme shining in the sun­ shine, this nicely re­ stored 1935 Aeronca C-3 Master, NC14531, SIN A­ 503, is the pride and joy of Ben Epps (EAA 281417, A / C 23936) of At lanta , GA . Ben reports the C-3 project took about five years of work (off and on) with much time spent manufacturin g parts and pieces, using the old parts for patterns. The C-3 is powered with an Aeronca E-11 3 engine of 36 hp. This is the final version of the C-3 that features a well-rounded fuselage in deference to the earlier "razor back" ver-

sions. Ben flew the Aeronca on Jul y 4, 1996, at Huntsville, AL, when the airplane was 61 years old and Ben was 80 years o ld ! Congratulations on a super job of restoration Ben, and many more happy years in the aviation business.

Jon Foss' Stinson 108-2 This photo of a Stinson Voyager 10 8-2, N242C, SI N 108-3242 , mounted on a set of Federal A2500 skis was sent in by Gordon Slattery of Salol, MN. Owned by Jon Foss of Greenbush, MN, the pretty green and white Stinson was pho ­ tographed at the annual Lions Club skiplane fly-in at Warroad, MN, on the Canadian border on Lake of the Woods. Note the tiny ski fastened beneath the tailwheel that uses the bounce of the tailwheel tire to cush­ ion the bumps. Clever. VINTAGE AIRPLANE 23

Type Club

LISTING

Once again, as a service to our members, we present the Antique/Classic Division's most current list of type clubs and related organiza­ tions. If your group is not listed, please provide us with information which can be included in a future issue of VINTAGEAIRPLANE and it will be added to our follow-up for next year (We'll also list you immediately in AlC NEWS). If you have changes related to your listing, please drop a postcard in the mail with the new listing exactly as you would like it to appear. Send it to: Antique/Classic Type Clubs, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086 . • : Any club or organization with this mark did not update their listing in November, 1996. You may wish to contact them regarding current dues/subscription information. Aeronca Aviators Club Julie and Joe Dickey 55 Oakey Av. Lawrenceburg, IN 470.25-1538 812/537-9354 Newsletter: 4 issues per subscription Dues: None - $16 subscription International Aeronca Ass'n "Aeronca Lover's Club" Buzz Wagner Box 3, 40.1 1st St. EAST Clark, SD 57225 60.5/ 532-3862 Newsletter: Quarterly Dues: $20. per year National Aeronca Association Jim Thompson, President 80.6 Lockport Road P. O. Box 2219 Terre Haute, IN 4780.2-0.219 812/232-1491 Newsletter: 4 per year Dues: $25 U.S., $35 Canada, $45 Foreign Aeronca Sedan Club­

Robert Haley

475 Rincon Avenue

Livermore, CA 94550.

510./447-5615

Newsletter: 3 per year

Dues: $5 per year

World Beechcraft Society

Alden C. Barrios

1436 Muirlands Drive

La Jolla, CA 920.37

619/459-590.1

Magazine

Dues: $20. per year

Tw in Beec h 18 Soc iety

c/o Staggerwing Museum Foundation, Inc.

P. O. Box 550. Tullahoma, TN 37388 615/ 455-1974 Newsletter: 4 per year Dues: $30. per year Bellanca-Champion Club Internat ional Lawrence D'Attilio - President P.O. Box 70.8 Brookfield, WI 530.0.8-0.70.8 41 4/860.-1148 M-F 12:30.-4:30. CT FAX 4414/ 271-7998 24 DECEMBER 1996

Newsletter: Quarterly "Bellanca Contact!"

Dues: $38 per year (2 yrs./$62),

Foreign $44 (2 yrs./ $68 U.S. Funds)

Bird Airplane Club

Jeannie Hill

P. O. Box 328 Harvard, IL 60.0.33 815/ 943-720.5 Newsletter: 2-3 annually Dues: Postage Donation American Bonanza Society Ronald Vickrey, President P. O. Box 12888 Wichita, KS 67277 316/945-6913 FAX 316/ 945-6990. Newsletter: Monthly Dues: $45 per year Staggerwing Club (Beechcraft) Jim Gorman, President P. O. Box 2599 Mansfield, OH 4490.6 419/ 529-3822 (H), 755-10.11 (W) Newsletter: Quarterly Dues: $20. per year Twin Bonanza Assoc iat ion­ Richard I. Ward, Director 19684 Lakeshore Drive Three Rivers, MI 490.93 Phone/ Fax 616/ 279-2540. Newsletter: Quarterly Dues: $30. per year U.S. and Canada, $40. Foreign E-mail : forward@net-link.net

CaliAir Type Club­ Dave Decker 330.7 Astro Dr. Hereford, AZ 85615 60.2/ 378-3688 International Bird Dog Association (Cessna L-19) Phil Phillips, President 3939 C-8 San Pedro, NE Albuquerque, NM 87110. 50.5/ 881-7555 Newsletter: Quarterly "Observer" Dues: $25 per year Cessna T-50 " Bamboo Bomber" Jim Anderson, SecretaryfTreasurer Box 269 Marine on St. Croi x, MN 550.47 Newsletter: Quarterly Dues: Contact Club for Info Internet: jja@wrmed.com Cessna Owner Organization P.O. Box 50.0.0. lola, WI 54945 715/445-50.0.0. or 80.0./331-0.0.38 FAX: 715/445-40.53 E-Mail: jonespub@gglbbs.com (24 hours) Magazine: Monthly Dues: $42 year Cessna Pilots Association John Frank, Executive Director P.O. Box 5817 Santa Maria, CA 93456 1/80.0./343-6416 Newsletter: Monthly Dues: $40. annually

Bucker Club Chris G. Arvanites 1620.4 Rosemarie Ln. Lockport, IL 60.441 815/436-10.11 Newsletter: 6 per year Dues: $20. per year U.S. & Canada, $25 Foreign

International Cessna 120./140. Association Bill Rhoades, Editor Box 830.0.92 Richardson, TX 750.83 612/652-2221 Newsletter: Monthly Dues: $15 U.S. per year

National Bucker ClubAmerican Tiger Club, Inc. (deHaviliand) Frank Price, President Rt. 1, Box 419 Moody, TX 76557 817/853-20.0.8 Newsletter: 12 per year Dues: $25 per year

West Coast Cessna 120./ 140 Club c/ o Don and Linda Brand 90.87 Madrone Way Redding , CA 960.0.2 916/ 221-3732 Newsletter: Bimonthly Dues: $15 per year

Cessna 150/152 Club Skip Carden, Executive Director P. O. Box 15388 Durham, NC 27704 919/471-9492 FAX 919/477-2194 Newsletter: Monthly Dues: $25 per year International Cessna 170 Association, Inc. Velvet Fackeldey, Executive Secretary P. O. Box 1667 Lebanon, MO 65536 417/532-4847 Newsletter: Fly Paper (12 per yer) The 170 News (Quarterly) Dues: $25 per year International Cessna 180/185 Club. (Cessna 180- 185 Ownership Required) Johnny Miller 3958 Cambridge Rd. # 185 Cameron Park, CA 95682 916/672-2620 Newsletter: 8-9 per year Dues: $20 per year Eastern 190/195 Association Cliff Crabs 25575 Butternut Ridge Rd. North Olmsted, OH 44070-4505 216/777 -4025 after 6 PM Eastern Newsletter: Irregular; Approx. 4 Per Yr. Manual on maintenance for members Dues: $15 initiation and as required. International 195 Club. Dwight M. Ewing, President P. O. Box 737 Merced, CA 95344 209/722-6283 FAX 209/ 722-5124 Newsletter: Quarterly Dues: $25 per year U.S. Corben Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues Culver Club· Larry Low, Chairman 60 Skywood Way Woodside, CA 94062 415/851-0204 Newsletter: None Dues: None Culver PQ-14 Assoc. Ted Heineman, Editor 29621 Kensington Drive Laguna Niguel, CA 92677 714/495-4540 Newsletter: Annual Dues: Donation $10 Culver Aircraft Assoc.• c/o Dan Nicholson 723 Baker Dr. Tomball, TX 77375 713/ 351-0114 For newsletter and dues info, contact the club. Dart Club (Culver) Lloyd Washburn 2656 E. Sand Rd. Pt. Clinton, OH 43452-2741 Newsletter: None Dues: None

Robin's Nest (Curtiss Robin enthusiasts) Jim Haynes, Editor 21 Sunset Lane Bushnell, IL 61422 deHavilland Moth Club Gerry Schwam, Chairman 1021 Serpentine Lane Wyncote, PA 19095 215/635-7000 or 886-8283 FAX 215/635-0930 or 886- 1463 Newsletter: Quarterly Dues: $15 US and Canada, $15 Overseas deHaviliand Moth Club of Canada· R. deHaviliand Ted Leonard, Founder/Director 305 Old Homestead Road Keswick, Ontarion Canada L4P 1E6 416/476-4225 Newsletter: Periodically Dues: $20 annually Ercoupe Owners Club Carolyn T. Carden, Secretary 7263 Schooners Ct. SW A-2 Ocean Isle Beach, NC 28469-5644 Voice/Fax 910/575-2758 Newsletter: Monthly Dues: $20 per year Fairchild Club John W. Berendt, President 7645 Echo Point Road Cannon Falls, MN 55009 507/263-2414 Newsletter: Quarterly Dues: $12 per year Fairchild Fan Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues:$15for3issues Fleet Club George G. Gregory, President 4880 Duguid Road Manlius, NY 13104 315/682-6380 Newsletter: Approx. 2-3 per year Dues: Contributions Funk Aircraft Owners Association Ruth Ebey, Editor 933 Dennstedt PI. EI Cajon, CA 92020 President - Jon Schroeder 512/259-1141 Newsletter: 10 per year Dues: $12

Hatz Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues American Hatz Association

Lorin Wilkinson, President

16225 143rd Ave. SE

Yelm, WA 98597-9169

Newsletter: Quarterly

Dues: $10 U.S., Canada, $15 Foreign

Heath Parasol Club

William Schlapman

6431 Paulson Road

Winneconne, WI 54986

414/582-4454

Howard Club.

Bruce Dickenson, President

P.O. Box 191 Santa Paula, CA 93060 805/525-5893 Newsletter: Quarterly Dues: $15 per year The Interstate Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues Lake Amphibian Flyers Club Bill Goddard, Editor 815 N. Lake Reedy Blvd. Frosterproof, FL 33843-9659 Newsletter: Bi-monthly Dues $46 per year ($76 the first year) Add $10 for overseas mail) Lockheed Owners Association Ria Donovan, Editor 12609 Shorewood Dr. SW Seattle, WA 98146 206/901 -9545 FAX 206/ 901-9606 Newsletter: Quarterly Dues: $25 U.S., $30 Foreign Continental Luscombe Association Loren Bump, Fearless Leader 705 Riggs Emmett, ID 83617 208/ 365-7780 Newsletter: Bimonthly (6 per year) Dues: U.S. $15, Canada $17.50 U.S. Funds, Foreign $25 U.S. Funds

Great Lakes Club Brent L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues

Luscombe Association John Bergeson, Chairman 6438 W. Millbrook Road Remus, MI 49340 517/ 561-2393 FAX 517/ 561-5101 Newsletter: 6 per year Dues: $20 per year U.S. , $25 Canada, $30 Foreign

The American Yankee Association Stew Wilson 3232 Western Drive Cameron Park, CA 95682 916/ 676-4292 Newsletter Dues: $30 per year U.S., $30 Foreign

Meyers Aircraft Owners Association William E. Gaffney, Secretary 26 Rt. 17K Newburgh, NY 12550 914/ 565-8005 Newsletter: 5-6 per year Dues: Postage fund donation VINTAGE AI RPLANE 25

Monocoupe Club Bob Coolbaugh, Editor 6154 River Forest Drive Manassas, VA 20112-3076 703/590-2375 Newsletter: Approx. Monthly Dues: $15 per year

FAX 517/ 561-5101 Newsletter: 6 per year Dues: $20 per year U.S., $25 Canada, $30 Foreign

Mooney Aircraft Pilots Assn.• Mark Harris 314 Stardust Drive San Antonio, TX 78228 512/434-5959 Newsletter Dues: $30 per year

L-4 Grasshopper Wing· Publisher: John Bergeson, Cub Club 6438 W. Millbrook Rd. Remus, MI 49340 517/561-2393 FAX 517/561-5101 Newsletter: 6 per year Dues: $10 per year U.S., $15 Canada/US Funds, $20 Foreign Note: Must also be a Cub Club member

American Navion Society Jerry Feather, Editor Lodi Municipal Airport 59A Houston Ln. Lodi, CA 95241 -1810 209/339-4213 Magazine: Bimonthly Dues: $45 per year

Super Cub Pilots Association· Jim Richmond, Founder/ Director P. O. Box 9823 Yakima, WA 98909 509/ 248-9491 Newsletter: 10 per year Dues: $25 per year U.S., $35 Canada, $40 Foreign

Buckeye Pietenpol Association. Richard P. Alkire 6760 Oakfield Dr. Dayton, OH 45415-1525 Newsletter: Quarterly Dues: $10 per year U.S., $12 Canada & Mexico, $15 all other countries

Porterfield Airplane Club Chuck Lebrecht 91 Hickory Loop Ocala, FL 34472 352/687-4859 Newsletter: Quarterly Dues: $5 per year

International Pietenpol Association Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15for3issues

Rearwin Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg. Newsletters Dues: $15 for 3 issues

Short Wing Piper Club, Inc.• Eleanor and Bob Mills, Editors 220 Main Halstead, KS 67056 316/835-3307 (H); 835-2235 0N) Magazine: Bimonthly Dues: $30 per year

National Ryan Club Bill Hodges, Editor and Historian 19 Stoneybrook Ln. Searcy, AR 72143-6129 501/268-2620 Newsletter: Quarterly Dues: $20 per year $25 overseas Airmail and Canada

Piper Owner Society P.O. Box 5000 lola, WI 54945 715/445-5000 or 800/331-0038 FAX: 715/445-4053 Magazine: Monthly Dues: $42 year E-Mail : jonespub@gglbbs.com (24 hours) Cherokee Pilots Assoc.• P.O. Box 7927 Tampa, FL 33673 813/ 935-7492 800/ 292-6003 FAX 813/238-5889 Magazine: 11 issues per year Dues: $28.00 (US) $30.00 Canada and Mexico $40.00 Foreign International Comanche Society. Wiley Post Airport Hangar #3 Bethany, OK 73008 Newsletter: Monthly Dues: $35 per year Cub Club John Bergeson, Chairman 6438 W. Millbrook Rd. Remus, MI49340 517/561-2393 26 DECEMBER 1996

Seabee Club International. Captain Richard W. Sanders, President 6761 NW 32nd Av. Ft. Lauderdale, FL 33309-1221 305/979-5470 Newsletter: Quarterly (plus phone consultation) Membership directory Dues: $20 U.S.; $22 Canada, $25 Foreign The Stampe Collector. Don and Bonnie Peterson, Editors 2940 Falcon Way Midlothian, TX 76065 972/723-1504 Newsletter: 4 per year Dues: $40 per year, $45 U.S. Overseas

National Stinson Club (108 Section) Bill and Debbie Snavley 115 Heinley Road Lake Placid, FL 33852-8137 941/465-6101 Quarterly magazine: Stinson Plane Talk Dues: $25 US, $30 Canada and Foreign Southwest Stinson Club Vic Steelhammer 30018 Grandifloras Road Canyon Country, CA 91351 - 1526 805/251-9750 Newsletter: SWSC Newsletter (11 per year) Dues: $20 per year 1-26 Association (Schweizer) a Division of the Soaring Society of America c/ o Tom Barkow, Sec. Treas. 1302 South Greenstone Ln. Duncanville, TX 75137 214/296-3858 Newsletter: 8 per year (plus a directory) Dues: $15 to 25 per year (Soaring Society of America membership required for voting privileges) Swift Association, International Charlie Nelson P. O. Box 644 Athens, TN 37371 423/745-9547 Newsletter: Monthly Dues: $30 per year West Coast Swift Wing c/o Denis Arbeau 2644 W. Pueblo Av. Napa, CA 94558-4318 707/258-8120 Newsletter: Monthly Dues: $10 per year Email: arbeau@napanet.net Intemet: http://www.napanet.net!- arbeau/swift! Taylorcraft Owner's Club Bruce Bixler II, President 12809 Greenbower, N.E. Alliance, OH 44601 330/823-9748 Newsletter: Quarterly Dues: $12 per year Virginia/Carolinas Taylorcraft Owner's Club Jack Pettigrew, President 8325 Audley Lane Richmond , VA 23227-1729 804/266-6323 Newsletter: Quarterly Dues: $10 per year

Stearman Restorers Association Brian F. Riggs, President 3913 Red Leaf Court Point of Rocks, MD 21777-9600 Newsletter: 3 per year Dues: $25 per year

Travel Air Restorers Association Jerry Impellezzeri, President 4925 Wilma Way San Jose, CA 95124 408/356-3407 Quarterly Newsletter $15/Year

National Stinson Club c/ o Jonesy Paul and George Alleman 14418 Skinner Road Cypress, TX 77429 713/373-0418 (JP) 916/622-4004 (GA) Newsletter: Quarterly Dues: $15 per year

Travel Air Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: 3 - 16 pg . Newsletters Dues: $15for3 issues

Travel Air Div. of Staggerwing Museum P. O. Box 550 Tullahoma, TN 37388 615/455-1974 Newsletter: 4-5 per year Dues: $30 per year American Waco Club c/o Jerry Brown, Treasurer 3546 Newhouse Place Greenwood, IN 46143 Phil Coulson, President 616/ 624-6490 Newsletter: Bi-monthly Dues: $25 per year, $30 Foreign International Waco Association­ P.O. Box 665 Destin, FL 32540 904/ 654-4138 Quarterly magazine Dues: $25.00 per year National Waco Club Ray Brandly, President 700 Hill Avenue Hamilton, OH 45015 513/ 868-0084 Newsletter: Bimonthly Dues: $10 per year, $14 foreign MULTIPLE AIRCRAFT

ORGANIZATIONS

Artic Newsletter­ David Neumeister 5630 S. Washington Lansing , MI 48911 -4999 517/ 882-8433 Quarterly Newsletters for M 1, M5, Arrow, Baron, 310-320, 336-337, Malibu , Musketeer, Norseman, Skipper, Tomahawk, Varga, Maule Dues: $10 per year per type except Maule which is $20 for 12 issues National Biplane Association Charles W. Harris, Board Chairman P.O. Box 470350 Tulsa, OK 74147-0350 918/622-8400 Dues: $25 Individual; $40 Family,U.S.; add $10 for Foreign North American Trainer Association (T-6 , T-28, NA64, NA50, P-51 , B-25) Kathy and Stoney Stonich 25801 NE Hinness Road Brush Prairie, WA 98606 360/256-0066 FAX 360/896-5398 Newsletter: Quarterly, Texans & Trojans Dues: $45 U.S., Canada and Mexico; $55 Foreign Replica Fighters Association­ Jim Felbinger, President 2409 Cosmic Drive Joliet, IL 60435 815/436-6948 Newsletter: Bimonthly Dues: $20 per year World War I Aeroplanes, Inc. Leonard E. Opdycke Director/ Publisher 15 Crescent Road Poughkeepsie, NY 12601 91 4/473-3679 Journals (4 times annually):WW I Aero (1900-1919); Skyways (1920-1940) Dues: Minimum - $30 each per year; $35 Foreign for each Journal

ORGANIZATIONS Society of Air Racing Historians Herman Schaub, Sec.lTreas. 168 Marian Ln. Berea, OH 44017 216/234-2301 Newsletter: Bimonthly "Golden Pylons" Dues: $15 U.S. , $18 Other American Aviation Historical Society­ Timothy Williams, President 2333 Otis Street Santa Ana, CA 92704 714/549-4818 (Tuesday, 7:00-9:00 PM local) Newsletter: Quarterly and Journal Dues: $35 Flying Farmers, International Kathy Marsh, Office Manager 2120 Airport Road P. O. Box 9124 Wichita, KS 67277 316/943-4234 FAX 316/943-4235 Newsletter: 9 issues per year Dues: $40 per year U.S. Funds, plus Chapter dues. Average Annual Dues $50. Luscombe Foundation P. O. Box 63581 Phoenix, AZ 85082 602/917 -0969 FAX 602/917-4719 Newsletter: Quarterly "Luscombe Update" Subscription: $20 per year E-Mail: silvaire@luscombe.org International Liaison Pilot and Aircraft Association (ILPA) 16518 Ledgestone San Antonio, TX 78232 Bill Stratton, Editor 210/490-ILPA (4572) Newsletter: " Liaison Spoken Here" Dues: $29 per year US $35 per year Foreign and Canada Send for Free Copy of "Liaison Spoken Here" Minnesota Seaplane Pilots Association­ Loren Schiebe 6405 North Shore Dr. Greenfield , MN 55373 612/477-6166 Newsletter: 3-4 per year Dues: $15 per year ($25-2 yrs.) National Air Racing Group Betty Sherman NAG Treasurer 5508 7th Avenue NW Seattle, WA 98107 Newsletter: Professional Air Racing Dues: $15 ($20 outside USA) payable to NAG N3N Restorers Association­ Gerald Miller 3320 Northridge Drive Grand Junction, CO 81506 303/ 245-7899 Newsletter Dues: $12 per year The 99s, Inc.­ International Women Pilots Loretta Jean Gragg , Exec. Director Will Rogers Airport P. O. Box 59965 Oklahoma City, OK 73159 405/ 685-7969

Newsletter: Monthly/The 99 News Dues: $40 annually OX-5 Aviation Pioneers­ Robert F. Lang P. O. Box 201299 Austin, TX 78720 512/331-6239 Newsletter: 6 per year Dues: $10 per year Piper Aviation Museum Foundation Ginny Edmonston, Execu . Dir. One Piper Way Lock Haven, PA 17745-0052 7171748-8823 FAX 717/ 748-3790 Newsletter: Quarterly Dues: $30 annually internet: http://oak.kcsd.k12 .pa.us/ pam Email : pam@oak.kcsd.k122.pa.us Seaplane Pilots Association Robert A. Richardson, Exec. Director 421 Aviation Way Frederick, MD 21701 301/695-2083 Newsletter: Water Flying (Bimonthly); 1996 Water Landing Directory $18 - Members/ $37 non-members plus $4 shipping Dues: $36 per year Sentimental Journey to Cub Haven, Inc.­ E. J . " Doc" Conway, Fly-In Director P. O. Box J-3 Lock Haven, PA 17745-0496 717/ 893-4218 Newsletter: Quarterly Dues: $10 annually Silver Wings Fraternity P. O. Box 44208 Cincinnati, OH 45244 513/321 -5822 Newsletter: Monthly Slipstream Tabloid Dues: $15 per year Open to those who soloed at least 25 yrs. ago. Spartan School of AeronauticsAlumni Association 8820 E. Pine Street Tulsa, OK 74115 918/836-6886 Newsletter: Quarterly Dues: $10 annually Vintage Sailplane Association­ Jan Scott, Secretary Rt. 1, Box 239 Lovettsville, VA 22080 540/822-5504 Newsletter: Quarterly Dues: $15 per year Waco Historical Society, Inc. Waco Aircraft Museum W. F. Laufer, Treasurer P. O. Box 62 Troy, OH 45373-0062 513/335-WACO 1-5pm Sat.-Sun . May through November Newsletter: 4 per year Dues: $10 per year, 9/ 1-8/31 Women in Aviation, Intemational Dr. Peggy J. Baty Momingstar Airport 3647 S.R. 503 South West Alexandria, OH 45381 937/839-4647 FAX 937/839-4645 Magazine: Quarterly Dues: $35 per year ($20 per year for students) VINTAGE AIRPLANE 27

Antique/Classic Books

by H.G. Frautschy

Aviation Heritage Books has given us a quartet of great books to settle in with for some late fall and winter reading as we await the next fly-in season. The first two are new editions of what was a boon to the scale mod­ eler - the two part compilation of the late Paul R. Matt's scale drawings. Volume I covers Matt 's scale views from Aeromarine to Grum­ man, while volume 2 covers Heath through Wright. The two books of drawings are a wealth of data for all who enjoy old airplanes, whether a full size enthusiast or a aircraft mod­ eler. (TheirEAAstockNos. are 21-31586 and 21-31587, and they cost $24.95* ea.) These are the drawings that accompanied the articles published by Matt in his fa­ mous Historical Aviation AIbum series, an ongoing set of books that have been long out of print and much sought after by collectors. Fear not! Avia­ tion Heritage has announced plans for re-publishing the His­ torical Aviation Album series, starting next year. The 18 vol­ umes that made up the series will be combined into 8 volumes. We anxiously await the announcement of their availability. The new releases from A via­ tion Heritage Books are also equally interesting. First, Richard Ward , the president of the Twin Bonanza Club, has authored "Beechcraft Twin Bonanza" (stock No. 21-31584, priced at $24.95*) a history of the famed "T-Bone." Dick's famil­ iarity with the twin engined variety of the Bonanza since the mid-1970 's . His admiration of the work done by Beechcraft on the design and building of the airplane has grown to the point that he was able to put together a history and technical discussion of the airplane in this 131 page soft cover book. Filled with photos provided by Beechcraft, who Dick is quick to give credit to for their support, the text is liberally pep­ pered with neat copies of the sales brochures and other documents to fill out the civilian and military histories of the Beechcraft Twin . If you're thinking about a buying a twin engine airplane or just interested in the process that Beechcraft used to create this airplane, you ' ll enjoy this book. The second new book issued by Avia­ tion Heritage is Bruce Bissonette's "Travel Air - A Photo History. " (Stock No. 21-31585, priced at $24.95*) And a photo history it is - again, with generous support provided by Beechcraft (Travel Air's successor) and the Walter House Aviation History Collection , as well as 28 DECEMBER 1996

many others, an extensive photo collec­ tion is published for all to enjoy, and it gives illuminating glimpses into the air­ plane factory of yesteryear. I couldn't get over the level of detail provided in many photos. Travel Air ' s have long en­ joyed a fairly well detailed history, but this book helps elevate the information available to all to a new level. Bruce has been working on the project part time for over 2 decades, patiently putting well researched captions together with the photos. You ' ll appreciate the fact that he took the time to get Herb Rawdon and Wal­ teT Burnham's thoughts on tape before their passing years ago. In the book are detai l ed shots of

the weld clusters of the Trave l Air 6000, along with many contemporary photos of Travel Air biplanes built during the all­ to-brief heyday of the famous Wichita planemaker. Bruce Bissonette has had a special spot in his heart for the type, having taken his first ride in one in 1938. A WW II vet who served in the 13th Air Force, Bruce returned to civilian life as a broadcaster and late r as a newspaper reporter and the aviation editor of the EI Paso Times. His hobby of aviation hi s­ tory has really taken off since his retire­ ment in 1988, and "Travel Air - A Photo History" is neatly done and a real treat for old airplane fans. Particularly if you're a modeler or a restorer, you'll find all sorts of neat information on the Travel Air series of airplanes .

Aviation Heritage has been active in publishing a number of books dealing with the particular histories of individ­ ual airplane models and/ or manufactur­ ers, and have made it their mission to provide an outlet for those books that otherwise might not be published . For­ tunately, they've take a proactive stance and have encouraged authors to come forth with their projects and work to get them published . Chet Peek of Norman, OK is one of the authors who has bene­ fited from Aviation Heritage 's interest in publishing these histories . They re­ cently published his "The Spartan Story," (Stock No. 21-10101 , priced at $22.95*) co-authored with George Goodhead, a fascinating study of the aircraft company, aviation school, and the movers and shakers of Oklahoma who made it all come together. Like the other books published by the company , it is filled with intere sting photos and draw­ ings that fill out the history of the orga­ nization. The interesting story of how famed billionaire J. Paul Getty be­ came intimately involved in the day to day operations of the organization is detailed, as is the training school operated by Spartan, particularly dur­ ing WW II. Finally, although it has been out for 3 years, Chefs personal history of his antique restoration "Resurrection Of A Jenny," is still available, and makes for delightful reading, as he takes you through a general history of the Curtiss IN-4 Jenny and then the actual history of the Jenny he came to own , flown and crashed by Ray McWhorter. It really did sit in a barn for the next 49 years, until restoration was begun on it by Dean Gilmore. When Gilmore unexpectedly died in 1982, Chet acquired the project, completing it in 1987. That's an entirely too short synopsis of this neatly written book , one that gives the reader a full

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sense as to how such a pro­ ject can really "get under your skin." Also covered is the historic "Jennys to Jets" reunion at EAA Oshkosh '89. Chet loaned his Jenny to EAA so it could be di s played in the EAA Air Adventure Museum, where it has been for a number of years, just behind the replica Wright Flyer. Finally, Chet has just seen the pub­ lishing of "The First Cub" (Stock No.21-14022, priced at $17.95*) his documentation of the Taylor E-2 Cub, (including his own E-2, which he's flown for over 35 years!) and the events surrounding the creation of the first of what would evolve into one of the most recognized airplanes of all time . Illus­ trated with many photos, including some

Myst ery Plane Continuedfrom page 21

from t he Tay lor fami ly arc h ives, Chet has add ed to the w ritten hi story of a true American av iation icon. A ll of these books are available from EAA Membership Services for the prices l isted, p l us s hi pping a nd han­ dling. Call 1-800-843- 3612 for more in­ formation. For many of us , our enthusiasm for old airplanes extends to building models of them as well as our full size activi­ ties. A prolific and always enjoyable author in the modeling world is Bill Hannan of Ca lifornia. Bill's light and breezy sty le is a joy to read, and his nat­ urally cheery attitude is infectious - you can't help but feel good after reading one of his articles. His most recent se­ ries of compilations is "P l a n s & 3 V iews, Vo lu me 2". It features a wide variety of aircraft subjects, and includes a special autogiro section, with a pair of model ' giro plans added for fun. A fas­ cinating article starts the book , a docu­ mentation of the Gerhardt Cycloplane. You remember that one - it looks a lot like the Phillips Multiplane, but this one is pedal powered, and collapses in a heap in front of the movie camera. You've seen the scene innumerable times on television and in a movie or two. Concerning the Cycloplane's demise, Bill writes " ... Gerhardt's comment

was a masterpiece of un derstatement: 'It must be adm itted that this method of dis­ sembling was not premeditated and is not recommended except for dispatch. ", Com p lete with a genera l arrangement drawing, Bill adds to the book with other equally interesting projects - the C-WTI Bunting I , Tipsy S.2, Avro Avian, and model plans for the Avian and Tipsy as well, a long with a few other scale and mode l drawings. It is an intriguing col­ lection, and all of it is put together with what is often considered a benchmark in graphic design . What can be a challenge to put together is fashioned into a neat looking book. Few lay a technical pen to drawing paper better than Bill Hannan, and it ' s refreshing in this day of com­ puter graphics to still see he, along with his contributors to this book , Siegfried Glockner, Ken McDonough and Georges Chaulet, enjoy picking up a pen and carefully drawing and lettering their drawings. There's only one problem with Bill's books - you always get to the last page wishing for more! The price for this 26 page book is $10.95, plus $2.50 for shipping and handling to U.S. addresses. Order it direct from Bill and his lovely wife Joan, and if you'd rather order a catalog of their offerings (there are many!) send a dollar to Hannan 's Runway, Box 210 , Magalia , CA 95954 . ...

tage aircraft at Brod­ head, WI. The only other surviving Skymo­ tor belonged to Ray Ef fenheim. It has been restored and placed in the Mini -museum that is located in the termi­ nal at Milwaukee's Mitchell International Airport. "Best Wishes for Happy Flying, " Dick Hill Harvard,IL

was from the Milwau­ kee County Airport (now known as Mitchell International Airport). The engine failed shortly after this takeoJJ due to a faulty designed crankshaft. The crank broke at the prop hub, with no damage to the engine. The plane was never repaired, but the en­ gine was salvaged and Other correct an­ a newly designed Refer t o the text of for more information from John Underwood on our June swers were sent in by Mystery plane, the Lincoln-Standard " Cruiser." crankshaft was in­ Lennart Johnson, Elds­ stalled. berga, Sweden; Walt "After the loss of the Hawk, Ed Effenheim built a Knight House, Wichita, KS and John Underwood, the Hawk, the EJJenheims installed the Sky­ Twister and installed the Skymotor in it. Glendale, CA. John also mentioned in an­ motor in a J-3 Cub. Test flying was done by Eventually, the Twister was sold and flown other note that the June Mystery Plane, an­ another local team, Glen Krohn and the late to Michigan. swered in the September issue, is properly Joe Laird. The CAA would not certifY it in a "The new owner was not satisfied with named the Lincoln-Standard "Cruiser." standard category airplane. the performance, so he removed the Skymo­ John writes: "Evidence ofonly two completed Skymo­ tor and replaced it with an engine that de­ "... Lindbergh tells about its fate in his tors was found. This is the only one that was veloped more horsepower. The Skymotor diary. It crashed. It was engineered by Vin­ reported to have flown . A report was made then passed through several hand before be­

cent Burnelli, who was the company's (Ne­ that Piper tested a Skymotor in the J-4 Cub coming the property of Glen Courtwright, Coupe and possibly in the J4A. That engine Oak Lawn, II. (Courtwright was one ofthe braska Aircraft) first ChiefEngineer. This

was probably returned to the manufacturer co-owners ofB&F Aircraft Service. For was in 1920. Swen Swanson was still in

many years, he owned andjlew the Tank school and did not come into the picture un­ and is the one that was installed in the EJJen­ til much later, with the Lincoln Sport. Otto

heim Hawk in 1947. So it was installed and powered Brunner Winkle Bird, N15K.) flown in a Cub, a Cub Coupe, the Hawk and "In August 1996 the Skymotor was sold Timm took over when Burnelli left and the

fina lly, a Knight Twister. After the loss of to Dennis Trone, who has a collection ofvin- Air Coach was his baby. " ...

VINTAGE AIRPLANE 29

WELCOME

NEW MEMBERS

Donald I. Aadland ....................Scottsdale, AZ

Gary Adkisson ...................... ....Sm ithfield, NC

David E. Allen ........................... Knoxville, TN

James O. Anderson ...................... Clermont, IA

Edward Askins ............................Arlington, TX

Jeffrey S. Barnett......................Schaumburg, IL

Paul Browns ........................ .............Exeter, RI

Danny G. Clouse ...................Kennewick, WA

Raymond G. Demers .... .. ...... .Manchester, NH

Ernie R. Denton ........................ Hotchhiss, CO

Paul Edward Diedrich .................. Fort Mill, SC

James A. Dobbins, Jr. ...... ............. Raeford, NC

William Duff .................................. Akron, OH

Robert Fidler.................................To ledo, OH

Michael Fi lby ...........Calgary, Alberta, Canada

David Francis ...........................Fort Worth, TX

Mark E. Gibbons .................... Indianapolis, IN

Jill M. Goggins .... .. ......................Oshkosh, WI

Ruben Gonzalez ............ .. ..............EI Paso, TX

Scott W. Griesman .................. Gu lf Breeze, FL

Paul E. Johnson ...........................Deming, NM

Robert C. Jones .......................Carmichael, CA

Ronald G. Karp .......................Las Cruces, NM

Ken J. Ki lcourse ......... .. .. .. ......... Brookfield, CT

Jack S. Lamb ........................... Hattiesburg, MS

Allan B. Lane .......... .. .................Glen Ellyn, IL

Justin Lazzeri ............................Baltimore, MD

Ted Lewis .. ...............Calgary, Alberta, Canada

Stel ios G. Loumakis .......Amaroussion, Greece

Wi ll iam l. Mabry ..................Wi lmington, NC

J. Wayne McKenzie ................ ...... .Boston, GA

Carll. Miller .......................... Vancouver, WA

Philip W. Miller ............................. .Elkhart, IN

W. Saxon Moore....... .. ... ........... .. .....Tu lsa, OK

Bennett O. Moyle ..... .. ................. .Du luth, MN

David H. Newsome ...................... Clinton, TN

Roland P. Noble .................... Duncanville, TX

Lee Parker ...............................Atascadero, CA

H. H. Patterson ........................ Los Lunas, NM

Charles M. Phipps ..................New Boston, MI

Stan Policka .... .... .. .................... Muskegon, MI

Steve Redding .... .. ........................Lucama, NC

David R. Rogers................................ Clute, TX

Michael J. Ryan ................... Gold Canyon, AZ

Samuel Sax ......................................Miami, FL

Daniel G. Seaman ..................Fayettevi lle, NC

Eldon J. Sneesby..............Apache Junction, AZ

Bud Snodgrass .....................Alamogordo, NM

Wa lter M. Stiver ........ .. .........Niagara Falls, NY

Sam Suffern ....... .. .................... .Oak Ridge, TN

Timothy K. Sulli van ...... ................. Portage, MI

Eugene R. Swanger ......... .. ......Springfield, OH

Tommy Thompson ......................Oakdale, CA

Scott Weeks .............................Hermitage, TN

Paul W. Werner .................. Albuquerque, NM

Lawrence M. Wilson ........... Corpus Christi, TX

Philip Wye ls... ......................Los Alamitos, CA

Fly-In Calendar The following list of coming events is fur­ nished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to fAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.

JANUARY 1, 1997 - NAPPANEE, IN - EAA Chapter 938 5th annual New Years Day Hangar Over Party/Fly-In. 11 :00 a.m. - 2 p.m.. For info call "Fast Eddie" Milleman, 219/546-4997. FEBRUARY 2B - March 2 - 39th Annual Cactus Fly­ In sponsored by Arizona Antique Aircraft Association at Casa Grande, AZ. Contact John Engle 602/830-9670. APRil 6-12 - LAKELAND, FL - 2Jrd Annual Sun 'n Fun EAA Fl y-In and Convention. 813/644-2431 . MA Y 24 - DECA TUR, AL - (KDCU) EAA Chapter 941 9th Annual Fly-In. Food, fun, aircraft judg­ ing. Doe more information contact Dick Todd, 205/971-4060 or 205/961-4540 (work). JULY 30-AUGUST 5 - OSHKOSH, WI - 45th Annual EAA Fly -In and Sport Aviation Convention . NOTE DA Y CHANGE - Now Wednesday through Tuesda y. Wittman Regional Airport. Contact John Burton, EAA P.O. Box 3086, Oshkosh, WI 54903-3086, 414/ 426-4800.

Adult Air Acade

February 16-22, 1997 EAA J4 iation Center, Oshkosh, WI

Come to Oshkosh the Mecca of Sport Aviat"on, for. a week of aviation discovery and fun! EAA's Adult Air Academy is where you can Clevelop the knowl­ edge and skills needed to build or restore our airplane. Gather with other aviation enthusiasts for a week of specialized, h::1llnl'l.~t"'~ on instruction tailored to your individual a ilities and interests.

Learn about • . • • welding • sheet metal fabrication • woodworking • composite construction • fabric covering • upholstery • aircraft engines Enrollment fee is $800 which includes all instructioQal materials as well as meals and lodging during your stay in Oshkosh 30 DECEMBER 1996

Call

41414~~1~~1~ for more information.

Enrollment is limited­ call today!

MEMBERSHIP

INFORMATION

EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership.

ANTIQUE/CLASSIC

Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive Current EAA members may join the Antiquel part. AO¢ per word, $6.00 minimum charge. Send your ad and Classic Division and receive VINTAGE AIR­ payment to: Vintage Trader, fAA Aviation Center, P.O. Box 3086, PLANE magazine for an additional $27 per year. Oshkosh, WI 54903-3086, or fax your ad and your credit card EM Membership, VINTAGE AIRPLANE mag­ azine and one year membership in the EAA number to 414/426-4828. Ads must be received by the 20th of AntiquelClassic Division is available for $37 per the month for insertion in the issue the second month following year (SPORT AVIATION magazine not included). (e.g., October 20th for the December issue.)

lAC Current EM members may join the International Aerobatic Club, Inc. Division and receive SPORT AIRCRAFT AEROBATICS magazine for an additional $35 per year. 1941 Culver Cadet Project - Fuselage rebuilt, EM Membership, SPORT AEROBATICS maga­ wings recovered, Franklin 90, new propeller. zine and one year membership in the lAC $15,00.00BO. 860/974-3399. (1224) Division is available for $45 per year (SPORT AVIATION magazine not included).

MISCELLANEOUS

WARBIRDS

SUPER CUB PA-18 FUSELAGES - New man­ ufacture, STC-PMA-d , 4130 chromoly tubing

Current EAA members may join the EAA throughout , also complete fuselage repair. Warbirds of America Division and receive WAR­ ROCKY MOUNTAIN AIRFRAME INC. (J. Soares, BIRDS magazine for an additional $35 per year. Pres.), 7093 Dry Creek Road, Belgrade, Montana EAA Membership, WARBIRDS magazine and 59714 , 406 / 388-6069, FAX 406/388-0170. one year membership in the Warbirds Division is Repair station No. QK5R148N. (0387) available for $45 per year (SPORT AVIATION magazine not included). FREE CATALOG - Aviation books and videos.

EAA EXPERIMENTER

How to, building and restoration tips, historic, flying and entertainment titles. Call for a free catalog. EAA, 1-8OO-843-3612.

Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 per year. EM Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included).

Ragwing Replicas - Ultralight legal Aircamper, Heath, Pitts, Duster, Triplane. Plans $52 . Brochure $3 . P. O . Box 39, Townville, SC 29689. (0400)

FOREIGN

MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add $13 postage for SPORT AVIATION magazine andlor $6 postage for any of the other magazines.

EAA AVIATION CENTER

P.O. box 3086

Oshkosh, WI 54903-3086

WEB SITE http://www.eaa.org

E-MAIL Vintage @ eaa.org

PHONE (414) 426-4800

FAX (414) 426-4873

OFFICE HOURS:

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MEMBERSHIP DUES TO EAA AND

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CONTRIBUTIONS.

ATTENTION AVIATION ART COLLECTORS! Add style, class and prestige to your collection by adding a selection from: Ferris, Kodera, Galloway (& many more). Acquiring prints and originals from the masters is easy and affordable through American Aviation Art . Call now, 1/900/950-2233 and order your 3.5" PC diskette screensaverlcatalog for $7.95, receive valuable discounts, visit us www.amavart.com (0991) A Life in the Clouds - Quote from Gene Chase, "What a great book! " Lively memoirs about real life flying experiences from first airplane ride to airline Captain. By John A. Anderson . 388 pages hard bound cover, $19.95 + $2.00 ship­ ping. IL residents add $1.45 for sales tax. Order from Jeanne A nderson, P. O . Box 1811., Woodstock, IL 60098. (1420) Curtiss JN4-D Memorabilia - You can now own memorabilia from the famous Curtiss "Jenny," as seen on "TREASURES FROM THE PAST." We have T-shirts, posters, postcards, videos, pins, airmail cachets, etc. We also have RIC documentation exclusive to this historic air­ craft. Sale of these items supports operating expenses to keep this "Jenny" flying for the avia­ tion public. We appreciate your help. Send SASE to Virginia Aviation, P.O . Box 3365, Warrenton, VA 22186. (0052)

Midwest Randolph Distributor - All Randolph products and services, dopes, epoxies, paints. Call or write for product information and color chart. Brown Aero, B716 CTP, Unity, WI 54488, 715/223-4444. (1194)

FREE WORLDWIDE BOOKSEARCH for out of print books. ALSO, over 1,000 aeronautic titles available. Leatherstocking Bookscout, 738 Hillside Ave., Lake Wales, FL 33853, 800/230­ 8071. (1272) 1930's " Bubble Face" Panel Compass - high quality Kollsman Model 132-B, have several available, $395. Aircraft Yearbooks by Aero Chamber Commerce, 1923-1924-1925-1927­ 1929-1931-1933-1934, $125 each . Brass Venturi, 2" by Pioneer, have several, $125. 01' Jon Aldrich, POB 9, Big Oakflat, CA 95305. PH 209/962-6121 . (1315) Sensenich Brothers Wood Propeller - Brand new, never been used, made in 1944. 6 feet 10 inches, 82RS72 with papers, beautiful, not a scratch. $1,000. Call 609/652-8825.

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VINTAGE AIRPLANE 31

More Antique/Classic Seaplanes Continued from page 17

Howard DGA-15 Jobmaster on Edo Wa4665 floats Returning to Oshkosh was this big Howard DGA- 15 Jobmaster conversion, N9865H, SIN 1788, mounted on a set of Edo Wa4665 floats, complete with 450 P & W in the nose. The Howard was flown in by the folks from Wipa i re in Inver Grove Heights, MN, and featured a large FOR SALE sign on the propeller. If you are looking for a seaplane in the "thun­ dering herd" category, this is it.

Piper J-3 Cub on Edo 1320's This rather uniquely painted Piper J-3 Cub, C­ FZIB, mounted on a set of Edo 1320 floats was flown to Oshkosh '96 by James Byers of Oakville, Ontario, Canada. Featuring chrome plated valve covers and a Black Mac propeller, the Cub has a rather ferocious looking set of teeth on the lower nose - probably to gobble up those Champs, Chiefs and T-Crafts that get in the way!

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It' ll show you just how easy it is to cover an airplane with Poly­ Fiber, and how much fun it can be. It includes our entire catalog of tools, products, and lots of other goodies, too. So all you really need to make it happen is our brand-new manual ... and a dream .

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Post Office Box 3129

Riversicle, Ca lifo rnia 925 19

Robe" Staight Mansfield OH

Learned to fly in 1954 in a PA-ll Cub Bob and wife Sue have en;oyed every minute since purchasing their 415C Ercoupe EAA - Antique/Classic member Bob Stoight with his Ercoupe N 93852.

AUAis

~

IWI

approved.

To become an

"AUA, Inc. gives me top service, a fair

insurance investment and an

AUA's Exclusive EAA Antique/Classic Division Insurance Program Lower liability and hull premiums

understanding of the needs of the

Antique/Classic owner. You can't go

Medical payments included Fleet discounts for multiple aircraft carrying all risk coverages No hand-propping exclusion

EAA Antique &

wrong with AUA - I'd recommend

Classic Division

them to any aircraft owner."

No age penalty No component parts endorsements

- Bob Staight

Discounts for claim-free renewals carrying all risk coverages

Member, call

The best is affordable.

800-843-3612

Give AUA a call - it's FREE!

Remember,

We're Setter Togetherl

800-727-3823

Fly with the pros.. .fly with AUA Inc.

AVIATION UNLIMITED AGENCY